THE  MEN  ON  DECK 


BY  THE  SAME  AUTHOR 


UNDER  SAIL 


A  narrative  of  the  old 
square-rigger  sailing  ship 
days,  detailing  the  story 
of  a  voyage  around  Cape 
Horn  to  Honolulu  and 
back  to  New  York  in  the 
American  three  skysail 
yarder  A.  J.  Fuller  in 
1897—8. 

77V    <PRESS 


THE 

MEN  ON  DECK 

Master,  Mates  and  Crew 

Their  Duties  and  Responsibilities 

A  MANUAL 

for 

The  American  Merchant  Service 


BY 
FELIX  RIESENBERG,  C.E. 

MASTER  MARINER  (SAIL  AND  STEAM) 

Superintendent,   New  York  State  Nautical  School, 

Commanding  Schoolship  "Newport" 

Author  of  "Under  Sail" 


NEW  YORK 
D.  VAN  NOSTRAND  COMPANY 

25   PARK  PLACE 
1918 


COPYRIGHT,  1918 

BY 
D.  VAN  NOSTRAND  COMPANY 


DEDICATED  TO 

Captain  $leginal&  Jftajr 

OF    THE    PORT    OF    NEW    YORK 

IN  RECOGNITION  OF 
HIS   UNTIRING   EFFORTS 

FOR 
THE   BETTERMENT 

OF  THE 
AMERICAN   MERCHANT  MARINE 


380580 


Preface 

IN  the  days  of  sail,  the  duties  of  masters,  mates,  and  crews, 
were  well  defined.  Sea  practice,  in  the  various  rigs,  had 
become  standard  with  the  authority  of  an  ancient  calling. 

The  art  of  sailing,  and  of  rigging  ships,  was  a  precise 
matter.  Gear  remained  standard  for  a  century.  The  main 
to'bowline  of  a  Black  Ball  Liner,  tearing  to  windward  in 
a  North  Atlantic  hummer,  was  rove  and  led  in  much  the 
same  fashion  as  the  main  to'bowline  of  the  ships  of  Nelson 
and  Van  Tromp.  And  the  old  time  seamen,  in  their  usage 
and  habits,  followed  the  regularity  of  the  ships  upon  which 
they  sailed. 

The  gradual  transition  from  sail  to  steam  carried  with 
it,  for  a  time,  the  old  system  of  sailing  ship  routine.  But 
to-day  the  sailing  ship  sailor  is  a  thing  of  the  past;  the  works 
of  steam  and  steel  are  upon  the  waters — we  are  in  the  age 
of  engines  and  the  engineer.  Great  problems  of  mechanical 
propulsion,  and  of  construction,  are  constantly  presenting 
themselves,  and  the  successors  of  the  ancient  mariner,  the 
modern  master,  mates,  and  crew;  the  "  deck  department," 
if  you  will,  of  the  present  day  steamer,  find  themselves  afloat 
with  different  gear  and  under  different  conditions  every  time 
they  change  vessels. 

No  standard  form  of  sea  training  has  yet  come  to  take  the 
place  of  the  old-time  apprentice  system  of  sail,  and  in  addition 
to  ships  that  are  far  from  standard,  we  find  that  many  ideas 
prevail  as  to  the  duties  and  organization  of  the  seamanship 
branch  of  the  modern  steamer. 

Able  as  they  may  be  individually,  officers  of  mixed  train- 
ing are  constantly  being  thrown  together  in  vessels  of  the 
merchant  service,  while  in  most  cases  crews  are  picked  up 
haphazard  from  the  beach.  It  is  not  to  be  wondered  at  that 

vii 


viii  PREFACE 

many  ideas  prevail  as  to  the  proper  way  of  doing  things. 
Indeed,  many  otherwise  intelligent  officers  often  have  a  very 
hazy  notion  as  to  just  what  they  are  supposed  to  do,  or  to 
know. 

Seamen  are  often  confused,  through  lack  of  knowledge,  as 
to  what  may  be  expected  of  them;  one  vessel  is  run  one  way, 
and  another  one  may  be  quite  different.  In  fact  the  lack  of 
uniformity  at  sea  breeds  uncertainty  and  makes  for  disorder 
in  situations  where  order  and  discipline  are  essential. 

Among  many  junior  officers  in  the  merchant  service  a  no- 
tion prevails  that  their  main  object  in  life  is  to  get  along  with 
as  little  effort  as  possible  while  awaiting  early  promotion  and 
increased  pay — they  look  forward  hopefully  to  that  glad  day 
when  they  will  wear  the  Master's  stripes,  with  all  day  ashore, 
while  in  port,  and  all  night  in,  while  at  sea— this  book  will 
not  be  agreeable  reading  for  them. 

In  the  following  pages  an  attempt  is  made  to  point  out 
the  things  the  various  members  of  the  deck  department  of 
an  ocean  steam  vessel  may  reasonably  be  expected  to  know, 
and  the  things  that  they  may  be  required  to  do.  The  book 
does  not  pretend  to  tell  HOW,  but  the  object  is  to  show 
WHAT  a  modern  American  Seaman  ought  to  know,  and 
to  do,  and  to  lay  before  him  the  laws  by  which  his  calling  is 
regulated. 

It  is  also  hoped  that  the  book  will  help  to  inform  owners 
and  shore  managers  of  the  kind  and  quality  of  service  that 
they  should  expect  from  sea  officers  and  men.  It  is  hoped 
that  it  will  also  aid  in  creating  a  greater  respect  for  the  quality 
of  the  men  who  go  down  to  the  sea  in  steamers;  sail  has 
gone,  but  a  mighty  wake  of  heavy  gear  and  great  responsi- 
bility has  come  along  to  take  its  place. 

Great  Lakes  officers  and  seamen,  who  are  being  called  to 
salt  water  during  the  winter  season,  as  a  matter  of  war  emer- 
gency, will,  it  is  hoped,  find  the  following  pages  of  use  in 
their  new  situations. 

In  conclusion  it  may  be  well  to  remind  the  hard-working 


PREFACE  IX 

merchantman  that  while  many  things  are  expected  of  him 
fortunately  he  is  not  required  to  do  them  all  at  once,  nor 
do  the  United  States  Local  Inspectors  examine  him  upon  all 
of  the  things  mentioned  in  the  pages  of  this  little  book. 

The  American  who  goes  to  sea  to-day  will  not  content 
himself  with  minimum  requirements.  He  means  to  be  more 
than  a  ten-per  cent  seaman.  War  emergencies  have  sent 
many  men  out  on  blue  water  who  formerly  would  never  have 
reached  the  deck  or  bridge.  They  know  their  limitations — 
all  we  can  do  is  to  point  out  the  way. 

The  Author  will  welcome  suggestions  and  criticisms  from 
officers  and  men  of  the  Merchant  Marine  who  happen  to  read 
the  pages  of  this  book.  Standard  practice  at  sea  is  desirable, 
and  such  practice  can  best  be  achieved  by  some  common 
ground  upon  which  all  minds  may  meet  and  reasonably  agree. 

Letters  addressed  in  care  of  my  publishers,  D.  Van  Nos- 
trand  Company,  25  Park  Place,  New  York,  will  be  forwarded 
to  me  and  be  appreciated. 

F.  R. 

SCHOOLSHIP  NEWPORT, 
May  i,  1918. 


Table  of  Contents 


CHAPTER  PAGE 

I.  THE  MASTER i 

II.   LAWS  AFFECTING  THE  DUTIES  OF  THE  MASTER  .  9 

III.  ENTRY  AND  CLEARANCE 18 

IV.  ENTRY  OF  MERCHANDISE 27 

V.  LIABILITY  OF  OWNERS,  MASTERS,  AND  SHIPPERS  53 

VI.  MISCELLANEOUS  LAWS 59 

VII.  THE  CHIEF  MATE 72 

VIII.  THE  CHIEF  MATE  (Continued) 92 

IX.  RULES  OF  THE  U.  S.  SUPERVISING  INSPECTORS 

RELATING  TO  LIFESAVING 103 

X.  PASSENGER  ACT  OF  1882 116 

XL  THE  SECOND  MATE 128 

XII.  THE  THIRD  MATE 131 

XIII.  THE  JUNIOR  OFFICERS *. . .  133 

XIV.  CADETS 145 

XV.  LAWS  DEFINING  OFFICERS  OF  THE  MERCHANT 

MARINE 146 

XVI.  EXAMINATIONS   FOR   LICENSES;    MASTER    AND 

MATES 153 

XVII.  THE  WATCH  OFFICER 167 

XVIII.  THE   RULES   OF   THE    ROAD — INTERNATIONAL 

— INLAND 184-5 

XIX.  THE  LIMITS  OF  U.  S.  INLAND  WATERS 222 

XX.  THE  QUARTERMASTERS 229 

xi 


xii  TABLE  OF  CONTENTS 

CHAPTER  PAGE 

XXI.  THE  CARPENTER 231 

XXII.  THE  BOATSWAIN 234 

XXIII.  ABLE  SEAMEN 236 

XXIV.  U.  S.  NAVIGATION  LAWS  RELATING  TO  MER- 

CHANT SEAMEN 241 

XXV.  DISCIPLINE  AT  SEA 286 

APPENDIX  A.     CUSTOMS  DISTRICTS,  PORTS  AND 

SUB-PORTS  OF  THE  UNITED  STATES 305 

APPENDIX  B.  THE  SEA  LIBRARY 319 


THE  MEN  ON  DECK 


CHAPTER  I 
THE  MASTER 

The  Master  Mariner  who  has  the  vessel  in  charge  is 
called  the  CAPTAIN,  or  the  MASTER,  the  latter  being 
his  official  title.  It  is  correct,  however,  to  address  the  master 
of  a  vessel  as  CAPTAIN,  a  courtesy  to  which  the  Master 
Mariner  is  fully  entitled  through  ancient  sea  usage. 

Among  seagoing  people,  the  Master  Mariner  who  is  in 
charge  of  a  vessel  is  in  complete  charge  at  all  times;  divided 
authority  in  this  matter  is  intolerable  to  the  minds  of  men 
accustomed  to  the  sea. 

The  Master  is  responsible  as  follows: — 

For  the  safe  handling  of  his  vessel  in  and  out  of  port. 

For  the  safe  and  expeditious  navigation  of  his  vessel  from 
port  to  port. 

For  the  good  management,  and  order,  of  the  various  de- 
partments that  constitute  the  internal  economy  of  his  vessel — 
deck — engine — steward's — etc. 

He  is  responsible  for  the  safety  of  the  lives  of  passengers 
and  crew. 

He  is  responsible  for  the  safe  stowage,  carriage,  and  unlading 
of  the  cargo. 


2  THE  MEN  ON  DECK 

The  vessel  is  his  direct  responsibility.  If  the  Pilot  is 
in  charge,  this  does  not  relieve  the  Master  of  his  full  responsi- 
bility. 

The  Master  is  responsible  to  the  owners. 

He  is  also  responsible  to  the  insurance  underwriters. 

He  is  also  responsible  to  the  Government  of  the  United 
States,  under  which  he  receives  his  license  as  a  Master  Mariner. 

The  Master  Mariner  who  is  well  qualified  to  bear  the 
great  responsibilities  of  his  station;  to  have  the  keeping  of 
many  lives  in  his  charge;  to  be  the  sole  judge  of  what  is 
right  and  proper  in  times  of  emergency;  such  a  man  is  not 
made  in  a  year,  nor  is  he  the  product  of  any  short-cut  system 
of  training.  His  sea  lore  must  be  learned  at  sea,  His  duty 
to  ship  and  cargo  must  be  truly  come  by  through  close  and 
thorough  contact  with  the  great  vessels  he  is  called  upon 
to  command. 

The  Master  Mariner  must  be  a  student  of  the  laws  govern- 
ing his  business  upon  the  sea,  and  of  the  laws  defining  his 
duties  and  responsibilities  to  ship,  passengers,  crew,  and 
cargo. 

Briefly,  he  is  charged  with  the  following  specific  duties 
and  responsibilities: 

z.  The  safe  navigation  of  his  vessel. 

2.  The  general  management  and  care  of  his  vessel. 

3.  The  proper  coaling— provisioning— supplying  of  water—- 
etc. 

4.  That    she    be   fully   found — anchors — cables — warps — 
hawsers — boats — rafts — life-saving    equipment — fire-fighting 
equipment,  as  required  by  law — compasses — chronometers — 
charts — sailing  directions — sextants — and  stores  of  all  kinds 
needed  to  safely  navigate  her. 

5.  The  proper  signing  of  the  ship's  articles. 

6.  The  keeping  of  the  Official  Log.  * 


THE  MASTER  3 

7.  The  carrying  of  a  properly  equipped  medicine  chest. 

8.  The  carrying  of  a  required  slop  chest,  and  compliance 
with  the  laws  regulating  the  sale  of  slops. 

9.  He  is  liable  for  the  wrong  delivery  of  specie  and  cargo, 
or  for  loss  or  damage  to  the  same  due  to  carelessness  or  mis- 
management on  the  part  of  the  crew. 

10.  He  is  responsible  for  any  neglect  through  which  the 
validity  of  the  insurance  to  ship  or  cargo  is  called  into  question. 

11.  He  must  enforce  the  rule  that  the  vessel  is  never  to 
be  left  without  an  officer  in  charge,  either  at  sea  or  in  harbor, 
day  or  night. 

12.  He  shall  see  that  a  licensed  engineer  officer  is  on  duty 
when  steam  is  up  on  a  boiler. 

13.  When  maneuvering — in  and  out  of  port — or  at  sea,  he 
should  see  that  the  most  qualified  engineer  officers  on  board 
are  in  charge  of  the  working  of  the  engines. 

14.  He  must  see  that  no  waste  or  extravagance  is  praticed 
with  the  ship's  stores  and  provisions. 

15.  He  must  see  that  the  lawful  scale  of  provisions  is  issued 
to  the  crew. 

1 6.  He  must  see  that  no  prohibited  cargo  or  stores  come 
aboard,  and  that  his  hatches  are  battened  down  before  going 
to  sea.    He  is  responsible  for  the  correct  lading  of  the  vessel. 

17.  He  must  enter  and  clear  his  vessel  at  the  custom  house. 
He  must  see  that  the  proper  papers  are  produced.     Ship's 
register    (with    his    name    entered    as    master).     Manifest; 
Bills  of  Health;  Passenger  and  stores  list;  and  any  other  papers 
that  may  be  required. 

1 8.  He  must  be  familiar  with  the  laws,  rules,  and  regu- 
lations, in  force  in  the  various  countries  and  at  the  various 
ports  he  visits. 

19.  He  should  find  out  where  to  obtain  the  services  of  the 
local  medical  authorities,  and  the  police  authorities,  when  in  a 
strange  port. 


4  THE  MEN  ON  DECK 

20.  He  should  study  the  charter  under  which  he  is  operating 
— if  under  charter.    Is  it  a  "  time  charter  "  or  a  "  trip  charter"? 
He  will  be  largely  responsible  for  the  carrying  out  of  his  owner's 
part  of  the  contract.    If  abroad  he  may  sign  the  charter  party, 
as  agent  of  the  owner. 

21.  He  is  the  accredited  representative  of  the  owner.    He 
has  the  authority  to  act  contrary  to  the  wishes  of  the  ship's 
agents,  when  he  is  satisfied  that  such  action  is  to  the  best 
interests  of  his  owners;    he  must  be  prepared  to  beat  full 
responsibility  for  his  actions. 

22.  He  is  responsible  to  his  owners  for  the  safety  of  his 
vessel,  whether  he  is  on  board  or  not. 

23.  He  cannot  delegate  his  authority,  or  name  his  suc- 
cessor to  command,  without  the  consent  of  his  owners — unless 
physically  unfit  for  duty,  and  then  he  has  the  authority  to  retain 
command  and  delegate  such  duties  as  he  may  be  unable  to 
perform  himself. 

24.  He  is  always  in  command  of  and  responsible  for  the 
safety  of  the  vessel,  whether  he  is  using  the  services  of  a 
pilot,  or  otherwise,  and  his  station,  while  in  pilot  waters  under 
way,  is  on  the  bridge. 

25.  He  has  the  authority  to  take  the  vessel  from  the  pilot's 
control  at  any  time,  when  in  his  opinion  her  safety  demands 
such  action.    The  use  of  the  pilot  indicates  that  the  most 
careful  measures  are  being  taken  to  prevent  accident,  and 
for  the  protection  of  the  insurance  underwriters.    Under  such 
conditions,  the  taking  over  of  the  vessel  from  the   pilot  is 
weighted  with  the  fullest  responsibility. 

26.  He  is  responsbile  for  the  correct  keeping  of  the  wage 
account  of  the  crew. 

27.  He  is  responsible  for  the  safe  carriage  of  mail  entrusted 
to  the  vessel. 

28.  He  is  responsible  for  the  acceptance  on  board  of  anyone 
except  his  crew,  or  regularly  accredited  passengers.    He  is 
accountable  to  the  port  authorities  of  the  first  port  visited,  for 
the  presence  of  the  same. 


THE  MASTER  5 

29.  He  must  see  that  the  legal  requirements  safeguarding 
the  carriage  of  live  stock  are  complied  with. 

30.  He   shall  handle   his  vessel   in   conformity  with   the 
International  Rules  of  the  Road  at  Sea,  or  the  Inland  Rules, 
depending  upon  the  waters  in  which  he  is  navigating;  he  must 
know  if  he  is  on  the  high  seas,  or  within  the  limits  defined  as 
inland  waters. 

31.  He  is  the  responsible  navigator  of  his  vessel,  and  cannot 
delegate  this  responsibility. 

32.  He  must  see  that  the  officers  and  men  respect  the  laws 
and  regulations  of  the  ports  visited,  that  no  contraband  or 
dutiable  articles  are  brought  on  board  in  violation  of  the  same. 

33.  He  must  take  steps  to  prevent  smuggling. 

34.  He  must  keep  a  record  of  all  fines,  punishments,  and 
charges  against  members  of  the  crew,  and  must  not  permit 
punishment  to  be  inflicted  that  is  contrary  to  law,  and  only 
such  punishment  as  is  sanctioned  by  his  express  order.    In 
the  Official  Log,  where  these  entries  are  to  be  made,  he  must 
specify  the  nature  and  extent  of  the  punishment. 

35.  In  the  Official  Log  Book  he  must  enter  the  following: 

First.  Every  legal  conviction  of  any  member  of  his  crew,  and  the 
punishment  inflicted. 

Second.  Every  offense  committed  by  any  member  of  his  crew  for 
which  it  is  intended  to  prosecute  or  to  enforce  a  forfeiture,  together 
with  such  statement  concerning  the  reading  over  such  entry,  and 
concerning  the  reply,  if  any,  made  to  the  charge,  as  is  required  by 
the  provisions  of  section  forty-five  hundred  and  ninety-seven. 

Third.  Every  offense  for  which  punishment  is  inflicted  on  board, 
and  the  punishment  inflicted. 

Fourth.  A  statement  of  the  conduct,  character,  and  qualifications 
of  each  of  his  crew;  or  a  statement  that  he  declines  to  give  an  opinion 
of  such  particulars. 

Fifth.  Every  case  of  illness  or  injury  happening  to  any  member 
of  the  crew,  with  the  nature  thereof,  and  the  medical  treatment. 

Sixth.  Every  case  of  death  happening  on  board,  with  the  cause 
thereof. 


6  THE  MEN  ON  DECK 

Seventh.  Every  birth  happening  on  board,  with  the  sex  of  the 
infant,  and  the  names  of  the  parents. 

Eighth.  Every  marriage  taking  place  on  board,  with  the  names  and 
ages  of  the  parties. 

Ninth.  The  name  of  every  seamen  or  apprentice  who  ceases  to  be 
a  member  of  the  crew  otherwise  than  by  death,  with  the  place,  time, 
manner,  and  cause  thereof. 

Tenth.  The  wages  due  to  any  seaman  or  apprentice  who  dies 
during  the  voyage,  and  the  gross  amount  of  all  deductions  to  be 
made  therefrom. 

Eleventh.  The  sale  of  the  effects  of  any  seaman  or  apprentice  who 
dies  during  the  voyage,  including  a  statement  of  each  article  sold, 
and  the  sum  received  for  it. 

Twelfth.  In  every  case  of  collision  in  which  it  is  practicable  so 
to  do,  the  master  shall,  immediately  after  the  occurrence,  cause  a 
statement  thereof,  and  of  the  circumstances  under  which  the  same 
occurred,  to  be  entered  in  the  official  log-book.  Such  entry  shall 
be  made  in  the  manner  prescribed  in  section  forty-two  hundred  and 
ninety-one,  and  failure  to  make  such  entry  shall  subject  the  offender  to 
the  penalties  prescribed  by  section  forty-two  hundred  and  ninety-two. 
(R.  S.,  4290;  Feb.  14,  1900.) 

Every  entry  hereby  required  to  be  made  in  the  official  log-book 
shall  be  signed  by  the  master  and  by  the  mate,  or  some  other  one  of 
the  crew,  and  every  entry  in  the  official  log-book  shall  be  made  as 
soon  as  possible  after  the  occurrence  to  which  it  relates,  and,  if  not 
made  on  the  same  day  as  the  occurrence  to  which  it  relates,  shall  be 
made  and  dated  so  as  to  show  the  date  of  the  occurrence,  and  of  the 
entry  respecting  it;  and  in  no  case  shall  any  entry  therein,  in  respect 
of  any  occurrence  happening  previously  to  the  arrival  of  the  vessel 
at  her  final  port,  be  made  more  than  twenty-four  hours  after  such 
arrival.  (R.  S.,  4291.) 

If  in  any  case  the  official  log-book  is  not  kept  in  the  manner  hereby 
required,  or  if  any  entry  hereby  directed  to  be  made  in  any  such 
log-book  is  not  made  at  the  time  and  hi  the  manner  hereby  directed, 
the  master  shall,  for  each  such  offense,  be  liable  to  a  penalty  of  not 
more  than  twenty-five  dollars;  and  every  person  who  makes,  or  pro- 
cures to  be  made,  or  assists  in  making,  any  entry  in  any  official 
log-book  in  respect  of  any  occurrence  happening  previously  to  the 


THE  MASTER  7 

arrival  of  the  vessel  at  her  final  port  of  discharge,  more  than  twenty- 
four  hours  after  such  arrival,  shall,  for  each  offense,  be  liable  to  a 
penalty  of  not  more  than  one  hundred  and  fifty  dollars.  (R.  S.,  4292.) 

36.  He  must  see  that  the  ship's  log-book  is  properly  kept. 

37.  He  must  see  that  the  property  of  deceased  persons 
is  disposed  of  according  to  law. 

38.  He  must  not  depart  from  the  safest  and  most  usual 
course  in  making  a  passage  between  the  designated  ports  of 
his  voyage,  unless  under  instruction  from  legal  authorities, 
as  in  time  of  war. 

40.  He  must  not  depart  from  port,  unless  authorized  to 
do  so  by  the  proper  port  or  other  authorities. 

41.  He  must  see  that  all  drills  and  inspections  required 
by  law  are  carried  out  and  record  of  same  made  in  the  official 
log-book. 

42.  In  case  of  collision  he  must  stand  by,  and  give  the  name 
and  hailing  port  of  his  vessel,  if  required. 

43.  He  must  make  the  required  reports  to  the  U.  S.  Local 
Inspectors,  concerning  all  matters  laid  down  in  their  rules. 

44.  He  must  see  that  his  officers  stand  proper  watches  and 
conform  to  all  the  requirements  of  the  law. 

45.  He  must  see  that  the  licenses  of  all  licensed  officers 
are  exhibited,  as  required  by  law. 

46.  He  must  see  that  the  requirements  of  the  vessel's 
Certificate  of  Inspection  are  rigidly  adhered  to — passengers — 
steam  pressure — etc. 

47.  He  should  report  promptly  to  his  owners,  and  to  the 
U.  S.  Local  Inspectors,  all  details  regarding  accidents. 

48.  He  must  see  that  orderly  conduct  is  maintained  by 
his  passengers  as  well  as  his  crew — He  must  regularly  inspect 
the  quarters  and  accommodations  assigned  to  them — must  see 
to    the    ventilation — warmth — and     cleanliness — of     sleeping 
and  dining  rooms,  and  the  cleanliness  of  kitchens,  pantries, 
store  rooms,  bath  rooms  and  lavatories. 


8  THE  MEN  ON  DECK 

49.  He  should  be  familiar  with  the  regulations  of  the  cus- 
toms authorities  of  the  ports  to  which  he  is  trading.    He  should 
know  the  customs  districts,  ports  and  sub-ports  of  entry  in 
the  United  States. 

50.  He  should  study  the  navigation  laws  of  the  United 
States. 

51.  Being  MASTER,  he  should  really  be  a  Master  Mariner 
in  every  sense  of  the  word.    He  should  know  his  ship,  her 
cargo,  whatever  it  may  be,  and  he  should  never  be  satisfied 
until  he  is  skilled  in  every  branch  of  the  art  of  navigation  and 
seamanship. 

52.  He  has  the  authority  to  suspend  officers  from  duty, 
for  cause,  and  in  the  case  of  mutinous  conduct  at  sea,  he  is 
justified  in  putting  in  irons  any  member  of  his  crew,  or  any 
officer,  or  passenger,  when  the  safety  and  discipline  of  the 
vessel  require  such  action. 

53.  At  sea,  or  outside  any  legal  jurisdiction,  he  is  justi- 
fied, as  a  matter  of  protecting  the  lives  and  property  in  his 
care,  to  take  human  life,  when  other  measures  are  inadequate 
to  this  end. 

54.  He  may  be  called  upon  to  set  a  leg,  or  saw  it  off—- 
to deliver  a  woman  in  childbirth — to  perform  the  marriage 
ceremony — or  to  read  the  burial  service  at  sea. 

55.  In  the  event  of  disaster;   he  must  see  to  the  safety  of 
all  hands,  passengers  and  crew. 

56.  When  his  vessel  founders,  he  must  be  the  last  man 
to  leave  the  ship. 


CHAPTER   II 
LAWS  AFFECTING  THE  DUTIES  OF  THE  MASTER 

THE  principal  laws  of  the  United  States  affecting  the 
duties  and  responsibilities  of  the  Master  are  appended. 
Much  of  the  bulk  of  the  law,  having  to  do  with  the  con- 
struction of  vessels  and  their  fitting,  and  regulating  the 
methods  of  inspection  and  control  are  omitted,  and  only 
those  parts  are  given  that  directly  affect  the  Master  himself. 

Much  of  the  law,  to  the  mind  of  a  sailor,  could  be  boiled 
down  and  simplified — perhaps  some  day  sailors  will  go  to 
Congress  and  do  this — in  the  mean  time  the  best  that  can 
be  done  is  to  make  an  attempt  to  unscramble  the  hodge- 
podge of  rules,  regulations,  specifications,  penalties,  and  what 
not,  that  fill  the  bulky  red  volume  issued  by  the  Bureau  of 
Navigation,  Department  of  Commerce. 

Master's  oath  of  citizenship.    Upon  making  application  for 

registry  of  a  vessel. 

If  the  master  of  a  vessel  is  within  the  district  where  a  registry 
thereof  is  to  be  made,  when  application  is  made  for  registering  the 
same,  he  shall  himself,  instead  of  the  owner,  or  of  the  agent,  or  attor- 
ney, as  hereinafter  mentioned,  make  oath  touching  his  being  a  citizen, 
and  the  means  whereby  or  manner  in  which  he  is  citizen;  in  which 
case,  if  the  master  shall  knowingly  swear  to  anything  untrue,  no 
forfeiture  of  the  vessel,  on  account  of  such  false  oath,  shall  be  incurred, 
but  the  master  shall  be  liable  to  a  penalty  of  one  thousand  dollars. 
(R.  S.,  4144.) 

Change  of  master. 

When  the  master  or  person  having  the  charge  or  command  of  a 
registered  vessel  is  changed,  the  owner,  or  one  of  the  owners,  or  the 

9 


10  THE  MEN  ON  DECK 

new  master  of  such  vessel,  shall  report  such  change  to  the  collector 
of  the  district  where  the  same  has  happened,  or  where  the  vessel 
shall  first  be  after  the  same  has  happened,  and  shall  produce  to  him 
the  certificate  of  registry  of  such  vessel,  and  shall  make  oath,  showing 
that  such  new  master  is  a  citizen  of  the  United  States,  and  the 
manner  in  which  or  means  whereby  he  is  so  a  citizen.  Thereupon 
the  collector  shall  indorse  upon  the  certificate  of  registry  a  memoran- 
dum of  such  change,  specifying  the  name  of  such  new  master,  and 
shall  subscribe  the  memorandum  with  his  name;  and  if  other  than 
the  collector  of  the  district  by  whom  the  certificate  of  registry  was 
granted,  shall  transmit  a  copy  of  the  memorandum  to  him,  with 
notice  of  the  particular  vessel  to  which  it  relates;  and  the  collector 
of  the  district,  by  whom  the  certificate  shall  have  been  granted,  shall 
make  a  like  memorandum  of  such  change  in  his  book  of  registers, 
and  shall  transmit  a  copy  thereof  to  the  Commissioner  of  Naviga- 
tion. If  the  change  is  not  reported,  or  if  the  oath  is  not  taken,  as 
above  directed,  the  registry  of  such  vessel  shall  be  void,  and  the  master 
or  person  having  the  charge  or  command  of  her  shall  be  liable  to  a 
penalty  of  one  hundred  dollars.  (R.  S.,  4171 — July  5,  1884;  sec.  2.) 

Master  must  produce  ship's  register  when  entry  is  made. 

The  master  or  other  person  having  the  command  or  charge  of 
any  vessel,  recorded  in  pursuance  of  this  Title  [R.  S.,  4131-4305], 
shall,  on  entry  of  such  vessel,  produce  the  certificate  of  such  record 
to  the  collector  of  the  district  where  she  is  so  entered;  and  in  default 
thereof  the  vessel  shall  not  be  entitled  to  the  privileges  of  a  recorded 
vessel.  (R.  S.,  4184.) 

Offenses  against  the  registry  law. 

Every  collector  or  officer  who  knowingly  makes,  or  is  concerned 
in  making,  any  false  register  or  record,  or  who  knowingly  grants  or  is 
concerned  in  granting,  any  false  certificate  of  registry  or  record 
of  or  for  any  vessel,  or  any  other  false  document  whatever  touching 
the  same,  contrary  to  the  true  intent  and  meaning  of  this  Title  [R.  S., 
4131-4305],  or  who  designedly  takes  any  other  or  greater  fees  than 
are  by  this  Title  allowed,  or  who  receives  any  voluntary  reward  or 
gratuity  for  any  of  the  services  performed,  pursuant  thereto;  and  every 
surveyor  or  other  person  appointed  to  measure  any  vessel,  who  will- 
fully delivers  to  any  collector  or  naval  officer  a  false  description  of 
such  vessel,  to  be  registered  or  recorded,  shall  be  punishable  by  a 


LAWS  AFFECTING  DUTIES  OF  MASTER  11 

fine  of  one  thousand  dollars,  and  be  rendered  incapable  of  serving 
in  any  office  of  trust  or  profit  under  the  United  States.  (R.  S., 
4187.) 

If  any  person  authorized  and  required  by  this  Title  [R.  S.,  4131- 
4305]  to  perform,  as  an  officer,  any  act  or  thing,  willfully  neglects  to 
do  or  perform  the  same,  according  to  the  true  intent  and  meaning 
of  this  Title,  he  shall,  if  not  subject  to  the  penalty  and  disqualifica- 
tion prescribed  in  the  preceding  section,  be  punishable  by  a  fine  of 
five  hundred  dollars  for  the  first  offense,  and  by  a  like  fine  for  the 
second  offense,  and  shall  thenceforth  be  rendered  incapable  of  holding 
any  office  of  trust  or  profit  under  the  United  States.  (R.  S.,  4188.) 

Whenever  any  certificate  of  registry,  enrollment,  or  license,  or 
other  record  or  document  granted  in  lieu  thereof,  to  any  vessel,  is 
knowingly  and  fraudulently  obtained  or  used  for  any  vessel  not 
entitled  to  the  benefit  thereof,  such  vessel,  with  her  tackle,  apparel, 
and  furniture,  shall  be  liable  to  forfeiture.  (R.  S.,  4187.) 

No  sea-letter  or  other  document  certifying  or  proving  any  vessel 
to  be  the  property  of  a  citizen  of  the  United  States  shall  be  issued, 
except  to  vessels  duly  registered,  or  enrolled  and  licensed  as  vessels 
of  the  United  States,  or  to  vessels  which  shall  be  wholly  owned  by 
citizens  of  the  United  States,  and  furnished  with  or  entitled  to  sea- 
letters  or  other  custom-house  documents.  (R.  S.,  4190.) 

Every  person  who  knowingly  makes,  utters,  or  publishes  any  false 
sea-letter,  Mediterranean  passport,  or  certificate  of  registry,  or  who 
knowingly  avails  himself  of  any  such  Mediterranean  passport, 
sea-letter,  or  certificate  of  registry,  shall  be  liable  to  a  penalty  of 
not  more  than  five  thousand  dollars,  and,  if  an  officer  of  the  United 
States,  shall  thenceforth  be  incapable  of  holding  any  office  of  trust 
or  profit  under  the  authority  of  the  United  States.  (R.  S.,  4191.) 

Provisions  and  water. 

Should  any  master  or  owner  of  any  merchant  vessel  of  the  United 
States  neglect  to  provide  a  sufficient  quantity  of  stores  to  last  for  a 
voyage  of  ordinary  duration  to  the  port  of  destination,  and  in  con- 
sequence of  such  neglect  the  crew  are  compelled  to  accept  a  reduced 
scale,  such  master  or  owner  shall  be  liable  to  a  penalty  as  provided 
in  section  forty-five  hundred  and  sixty-eight  of  the  Revised  Statutes. 
(R.  S.,  4564.  Dec.  21,  1898;  sec.  12.)^- 


12  THE  MEN  ON  DECK 

Any  three  or  more  of  the  crew  of  any  merchant-vessel  of  the 
United  States  bound  from  a  port  in  the  United  States  to  any  foreign 
port,  or  being  of  the  burden  of  seventy-five  tons  or  upward,  and  bound 
from  a  port  on  the  Atlantic  to  a  port  on  the  Pacific,  or  vice  versa, 
may  complain  to  any  officer  in  command  of  any  of  the  vessels  of  the 
United  States  Navy,  or  consular  officer  of  the  United  States,  or  ship- 
ping-commissioner or  chief  officer  of  the  customs,  that  the  provisions 
or  water  for  the  use  of  the  crew  are,  at  any  time,  of  bad  quality, 
unfit  for  use,  or  deficient  in  quantity.  Such  officer  shall  thereupon 
examine  the  provisions  or  water,  or  cause  them  to  be  examined;  and 
if,  on  examination,  such  provisions  or  water  are  found  to  be  of  bad 
quality  and  unfit  for  use,  or  to  be  deficient  in  quantity,  the  person 
making  such  examination  shall  certify  the  same  in  writing  to  the 
master  of  the  ship.  If  such  master  does  not  thereupon  provide 
other  proper  provisions  or  water,  where  the  same  can  be  had,  in  lieu 
of  any  so  certified  to  be  of  a  bad  quality  and  unfit  for  use,  or  does 
not  procure  the  requisite  quantity  of  any  so  certified  to  be  insuf- 
ficent  in  quantity,  or  uses  any  provisions  or  water  which  have  been 
so  certified  as  aforesaid  to  be  of  bad  quality  and  unfit  for  use,  he 
shall,  in  every  such  case,  be  liable  to  a  penalty  of  not  more  than 
one  hundred  dollars;  and  upon  every  such  examination  the  officers 
making  or  directing  the  same  shall  enter  a  statement  of  the  result 
of  the  examination  in  the  log-book,  and  shall  send  a  report  thereof 
to  the  district  judge  for  the  judicial  district  embracing  the  port  to 
which  such  vessel. is  bound;  and  such  report  shall  be  received  in 
evidence  in  any  legal  proceedings.  (R.  S.,  4565.) 

If  the  officer  to  whom  any  such  complaint  in  regard  to  the  pro- 
visions or  the  water  is  made  certifies  in  such  statement  that  there  was 
no  reasonable  ground  for  such  complaint,  each  of  the  parties  so  com- 
plaining shall  forfeit  to  the  master  or  owner  his  share  of  the  expense, 
if  any,  of  the  survey.  [This  section  shall  not  apply  to  fishing  or 
whaling  vessels  or  yachts — Dec.  21,  1898,  sec.  26.]  (R.  S.,  4566. 
Dec.  21,  1898;  sec.  13.) 

If  any  seamen,  while  on  board  any  vessel,  shall  state  to  the 
master  that  they  desire  to  make  complaint,  in  accordance  with  the 
two  preceding  sections,  in  regard  to  the  provisions  or  the  water, 
to  a  competent  officer,  against  the  master,  the  master  shall,  if  the 
vessel  is  then  at  a  place  where  there  is  any  such  officer,  so  soon  as 
the  service  of  the  vessel  will  permit,  and  if  the  vessel  is  not  then  at 


LAWS  AFFECTING  DUTIES  OF  MASTER  13 

such  a  place,  so  soon  after  her  first  arrival  at  such  place  as  the  service 
of  the  vessel  will  permit,  allow  such  seamen,  or  any  of  them,  to  go 
ashore,  or  shall  send  them  ashore,  in  proper  custody,  so  that  they 
may  be  enabled  to  make  such  complaint;  and  shall,  in  default,  be 
liable  to  a  penalty  of  not  more  than  one  hundred  dollars.  (R.  S., 
4567.) 

If,  during  a  voyage,  the  allowance  of  any  of  the  provisions  which 
any  seaman  is  entitled  to  under  section  forty-six  hundred  and  twelve 
of  the  Revised  Statutes  is  reduced  except  for  any  time  during  which 
such  seamen  willfully  and  without  sufficient  cause  refuses  or  neglects 
to  perform  his  duty,  or  is  lawfully  under  confinement  for  misconduct 
either  on  board  or  on  shore;  or  if  it  shall  be  shown  that  any  of  such 
provisions  are,  or  have  been  during  the  voyage,  bad  in  quality  or 
unfit  for  use,  the  seaman  shall  receive,  by  way  of  compensation  for 
such  reduction  or  bad  quality,  according  to  the  time  of  its  continu- 
ance, the  following  sums,  to  be  paid  to  him  in  addition  to  and  to 
be  recoverable  as  wages: 

First.  If  his  allowance  is  reduced  by  any  quantity  not  exceeding 
one-third  of  the  quantity  specified  by  law,  a  sum  not  exceeding 
fifty  cents  a  day. 

Second.  If  his  allowance  is  reduced  by  more  than  one-third  of 
such  quantity,  a  sum  not  exceeding  one  dollar  a  day. 

Third.  In  respect  to  bad  quality,  a  sum  not  exceeding  one  dollar 
a  day. 

But  if  it  is  shown  to  the  satisfaction  of  the  court  before  which 
the  case  is  tried  that  any  provisions,  the  allowance  of  which  has 
been  reduced,  could  not  be  procured  or  supplied  in  sufficient  quanti- 
ties, or  were  unavoidably  injured  or  lost,  or  if  by  reason  of  its  innate 
qualities  any  article  becomes  unfit  for  use  and  that  proper  and  equiv- 
alent substitutes  were  supplied  in  lieu  thereof,  the  court  shall  take 
such  circumstances  into  consideration  and  shall  modify  or  refuse 
compensation,  as  the  justice  of  the  case  may  require.  [This  section 
shall  not  apply  to  fishing  or  whaling  vessels  or  yachts — Dec.  21,  1898, 
sec.  26.]  (R.  S.,  4568.  Dec.  21,  1898;  sec.  14.) 

Weights  and  measures. 

Every  master  shall  keep  on  board  proper  weights  and  measures 
for  the  purpose  of  determining  the  quantities  of  the  several  provisions 
and  articles  served  out,  and  shall  allow  the  same  to  be  used  at  the 


14  THE  MEN  ON  DECK 

time  of  serving  out  such  provisions  and  articles,  in  the  presence  of  a 
witness,  whenever  any  dispute  arises  about  such  quantities,  and  in 
default  shall,  for  every  offense,  be  liable  to  a  penalty  of  not  more 
than  fifty  dollars.  (R.  S.,  4571.) 

Medicines  and  anti-scorbutics. 

Every  vessel  belonging  to  a  citizen  of  the  United  States,  bound 
from  a  port  in  the  United  States  to  any  foreign  port,  or  being  of  the 
burden  of  seventy-five  tons  or  upward,  and  bound  from  a  port  on 
the  Atlantic  to  a  port  on  the  Pacific,  or  vice  versa,  shall  be  pro- 
vided with  a  chest  of  medicines;  and  every  sailing-vessel  bound  on  a 
voyage  across  the  Atlantic  or  Pacific  Ocean,  or  around  Cape  Horn, 
or  the  Cape  of  Good  Hope,  or  engaged  in  the  whale  or  other  fisheries, 
or  in  sealing,  shall  also  be  provided  with,  and  cause  to  be  kept,  a 
sufficient  quantity  of  lime  or  lemon  juice,  and  also  sugar  and  vinegar 
or  other  anti-scorbutics,  to  be  served  out  to  every  seaman  as  fol- 
lows: The  master  of  every  such  vessel  shall  serve  the  lime  or  lemon 
juice,  and  sugar  and  vinegar,  to  the  crew,  within  ten  days  after  salt 
provisions  mainly  have  been  served  out  to  the  crew,  and  so  long 
afterward  as  such  consumption  of  salt  provisions  continues;  the  lime 
or  lemon  juice  and  sugar  daily  at  the  rate  of  half  an  ounce  each  per 
day;  and  the  vinegar  weekly  at  the  rate  of  half  a  pint  per  week  for 
each  member  of  the  crew.  (R.  S.,  4569.) 

If,  on  any  such  vessel,  such  medicines,  medical  stores,  lime 
or  lemon  juice,  or  other  articles,  sugar,  and  vinegar,  as  are  required 
by  the  preceding  section,  are  not  provided  and  kept  on  board,  as 
required,  the  master  or  owner  shall  be  liable  to  a  penalty  of  not 
more  than  five  hundred  dollars;  and  if  the  master  of  any  such  vessel 
neglects  to  serve  out  the  lime  or  lemon  juice,  and  sugar  and  vinegar 
in  the  case  and  manner  directed,  he  shall  for  each  such  offense  be 
liable  to  a  penalty  of  not  more  than  one  hundred  dollars;  and  if  any 
master  is  convicted  in  either  of  the  offenses  mentioned  in  this  sec- 
tion, and  it  appears  that  the  offense  is  owing  to  the  act  or  default 
of  the  owner,  such  master  may  recover  the  amount  of  such  penalty, 
and  the  costs  incurred  by  him,  from  the  owner.  (R.  S.,  4570.) 

Slop  chest. 

Every  such  vessel  [R.  S.,  4569]  except  vessels  engaged  in  the 
whaling  or  fishing  business  shall  also  be  provided  with  a  slop-chest, 


LAWS  AFFECTING  DUTIES  OF  MASTER  15 

which  shall  contain  a  complement  of  clothing  for  the  intended  voyage 
for  each  seaman  employed,  including  boots  or  shoes,  hats,  or  caps, 
under  clothing  and  outer  clothing,  oiled  clothing,  and  everything 
necessary  for  the  wear  of  a  seaman;  also  a  full  supply  of  tobacco 
and  blankets.  Any  of  the  contents  of  the  slop-chest  shall  be  sold, 
from  time  to  tome,  to  any  or  every  seaman  applying  therefor,  for 
his  own  use,  at  a  profit  not  exceeding  ten  per  centum  of  the  reason- 
able wholesale  value  of  the  same  at  the  port  at  which  the  voyage 
commenced.  And  if  any  such  vessel  is  not  provided,  before  sailing, 
as  herein  required,  the  owner  shall  be  liable  to  a  penalty  of  not 
more  than  five  hundred  dollars.  The  provisions  of  this  section  shall 
not  apply  to  vessels  plying  between  the  United  States  and  the  Domin- 
ion of  Canada,  Newfoundland,  the  Bermuda  Islands,  the  Bahama 
Islands,  the  West  Indies,  Mexico  and  Central  America.  (June  26, 
1884;  sec.  ii.  June  19,  1886;  sec.  13.) 

Warmth  and  clothing. 

Every  vessel  bound  on  any  foreign  voyage  exceeding  in  length 
fourteen  days  shall  also  be  provided  with  at  least  one  suit  of  woolen 
clothing  for  each  seaman,  and  every  vessel  in  the  foreign  or  domestic 
trade  shall  provide  a  safe  and  warm  room  for  the  use  of  seamen  in 
cold  weather.  Failure  to  make  such  provision  shall  subject  the  owner 
or  master  to  a  penalty  of  not  less  than  one  hundred  dollars.  [This 
section  shall  not  apply  to  fishing  or  whaling  vessels  or  yachts — Dec. 
21,  1898,  sec.  26.]  (R.  S.,  4572;  Dec.  21,  1898;  sec.  15.) 

Log-book. 

Every  vessel  making  voyages  from  a  port  in  the  United  States 
to  any  foreign  port,  or  being  of  the  burden  of  seventy-five  tons,  or 
upward,  from  a  port  on  the  Atlantic  to  a  port  on  the  Pacific,  or  vice 
versa,  shall  have  an  official  log-book;  and  every  master  of  such  vessel 
shall  make,  or  cause  to  be  made  therein,  entries  of  the  following 
matters,  that  is  to  say: 

First.  Every  legal  conviction  of  any  member  of  his  crew,  and  the 
punishment  inflicted. 

Second.  Every  offense  committed  by  any  member  of  his  crew 
for  which  it  is  intended  to  prosecute,  or  to  enforce  a  forfeiture,  together 
with  such  statement  concerning  the  reading  over  such  entry,  and  con- 
cerning the  reply,  if  any,  made  to  the  charge,  as  is  required  by  the 
provisions  of  section  forty-five  hundred  and  ninety-seven. 


16  THE  MEN  ON  DECK 

Third.  Every  offense  for  which  punishment  is  inflicted  on  board, 
and  the  punishment  inflicted. 

Fourth.  A  statement  of  the  conduct,  character,  and  qualifica- 
tions of  each  of  his  crew;  or  a  statement  that  he  declines  to  give  an 
opinion  of  such  particulars. 

Fifth.  Every  case  of  illness  or  injury  happening  to  any 
member  of  the  crew,  with  the  nature  thereof,  and  the  medical 
treatment. 

Sixth.  Every  case  of  death  happening  on  board,  with  the  cause 
thereof. 

Seventh.  Every  birth  happening  on  board,  with  the  sex  of  the 
infant,  and  the  names  of  the  parents. 

Eighth.  Every  marriage  taking  place  on  board,  with  the  names  and 
ages  of  the  parties. 

Ninth.  The  name  of  every  seaman  or  apprentice  who  ceases  to 
be  a  member  of  the  crew  otherwise  than  by  death,  with  the  place, 
tune,  manner,  and  cause  thereof. 

Tenth.  The  wages  due  to  any  seaman  or  apprentice  who  dies 
during  the  voyage,  and  the  gross  amount  of  all  deductions  to  be 
made  therefrom. 

Eleventh.  The  sale  of  the  effects  of  any  seaman  or  apprentice 
who  dies  during  the  voyage,  including  a  statement  of  each  article 
sold,  and  the  sum  received  for  it. 

Twelfth.  In  every  case  of  collision  in  which  it  is  practicable  so  to 
do,  the  master  shall,  immediately  after  the  occurrence,  cause  a  state- 
ment thereof,  and  of  the  circumstances  under  which  the  same  occurred, 
to  be  entered  in  the  official  log-book.  Such  entry  shall  be  made  in  the 
manner  prescribed  in  section  forty-two  hundred  and  ninety-one, 
and  failure  to  make  such  entry  shall  subject  the  offender  to  the 
penalties  prescribed  by  section  forty-two  hundred  and  ninety- 
two.  (R.  S.,  4290;  Feb.  14,  1900.) 

Every  entry  hereby  required  to  be  made  in  the  official  log-book 
shall  be  signed  by  the  master  and  by  the  mate,  or  some  other  one  of 
the  crew,  and  every  entry  in  the  official  log-book  shall  be  made  as 
soon  as  possible  after  the  occurrence  to  which  it  relates,  and,  if  not 
made  on  the  same  day  as  the  occurrence  to  which  it  relates,  shall  be 
made  and  dated  so  as  to  show  the  date  of  the  occurrence,  and  of  the 
entry  respecting  it;  and  Ca  no  case  shall  any  entry  therein,  in  respect 
of  any  occurrence  happening  previously  to  the  arrival  of  the  vessel 


LAWS  AFFECTING  DUTIES  OF  MASTER  17 

at  her  final  port,  be  made  more  than  twenty-four  hours  after  such 
arrival.    (R.  S.,  4291.) 

If  in  any  case  the  official  log-book  is  not  kept  in  the  manner 
hereby  required,  or  if  any  entry  hereby  directed  to  be  made  in  any 
such  log-book  is  not  made  at  the  time  and  in  the  manner  hereby 
directed,  the  master  shall,  for  each  such  offense,  be  liable  to  a  penalty 
of  not  more  than  twenty-five  dollars;  and  every  person  who  makes, 
or  procures  to  be  made,  or  assists  in  making,  any  entry  in  any  official 
log-book  in  respect  of  any  occurrence  happening  previously  to  the 
arrival  of  the  vessel  at  her  final  port  of  discharge,  more  than  twenty- 
four  hours  after  such  arrival,  shall,  for  each  offense,  be  liable  to  a 
penalty  of  not  more  than  one  hundred  and  fifty  dollars.  (R.  S., 
4292.) 


CHAPTER  III 

ENTRY  AND  CLEARANCE 

Clearance. 

The  master  or  person  having  the  charge  or  command  of  any 
vessel  bound  to  a  foreign  port,  shall  deliver  to  the  collector  of  the 
district  from  which  such  vessel  is  about  to  depart,  a  manifest  of  all 
the  cargo  on  board  the  same,  and  the  value  thereof,  by  him  sub- 
scribed, and  shall  swear  to  the  truth  thereof;  whereupon  the  collec- 
tor shall  grant  a  clearance  for  such  vessel  and  her  cargo,  but  without 
specifying  the  particulars  thereof  in  the  clearance,  unless  required 
by  the  master  or  other  person  having  the  charge  or  command  of 
such  vessel  so  to  do.  If  any  vessel  bound  to  a  foreign  port  departs 
on  her  voyage  to  such  foreign  port  without  delivering  such  mani- 
fest and  obtaining  a  clearance,  as  hereby  required,  the  master  or 
other  person  having  the  charge  or  command  of  such  vessel  shall  be 
liable  to  a  penalty  of  five  hundred  dollars  for  every  such  offense. 
(R.  S.,  4197;  Apr.  29,  1902.) 

Master's  oath. 

The  oath  to  be  taken  by  the  master  or  commander  of  the  vessel 
shall  be  as  follows: 

District  of 

I,  (insert  the  name),  master  or  commander  of  the  (insert  the 
denomination  and  name  of  the  vessel),  bound  from  the  port  of  (insert 
the  name  of  the  port  or  place  sailing  from)  to  (insert  the  name  of 
the  port  or  place  bound  to),  do  solemnly,  sincerely,  and  truly  swear 
(or  affirm,  as  the  case  may  be)  that  the  manifest  of  the  cargo  on  board 
the  said  (insert  denomination  and  name  of  the  vessel)  now  delivered 
by  me  to  the  collector  of  this  district,  and  subscribed  with  my  name 
contains,  according  to  the  best  of  my  knowledge  and  belief,  a  full, 
just,  and  true  account  of  all  the  goods,  wares,  and  merchandise  now 
actually  laden  on  board  the  said  vessel,  and  of  the  value  thereof; 

18 


ENTRY  AND  CLEARANCE 


19 


and  if  any  other  goods,  wares,  or  merchandise  shall  be  laden  or  put 
on  board  the  said  (insert  denomination  and  name  of  vessel)  pre- 
vious to  her  sailing  from  this  port,  I  will  immediately  report  the  same 
to  the  said  collector.  I  do  also  swear  (or  affirm)  that  I  verily  believe 
the  duties  on  all  the  foreign  merchandise  therein  specified  have  been 
paid  or  secured,  according  to  law,  and  that  no  part  thereof  is  intended 
to  be  relanded  within  the  United  States,  and  that  if  by  distress  or 
other  unavoidable  accident  it  shall  become  necessary  to  reland  the 
same,  I  will  forthwith  make  a  just  and  true  report  thereof  to  the 
collector  of  the  customs  of  the  district  wherein  such  distress  or 
accident  may  happen.  So  help  me  God.  (R.  S.,  4198;  Apr.  29, 
1902.) 

Form  of  outward  manifest. 

The  form  of  the  report  and  manifest  to  be  delivered  to  the  col- 
lector shall  be  as  follows:     (R.  S.,  4199;  Apr.  29,  1902.) 


Report  and  manifest  of  the  cargo  laden  at  the  port  of 
board  the  ,  master,  bound  for 

port 


,  on 


Marks. 

i 

Numbers. 

Packages  or  arti- 
cles in  bulk. 

Contents  or 
quantities. 

Value  at  the  port 
of  exportation. 

Before  a  clearance  shall  be  granted  for  any  vessel  bound  to  a 
foreign  port,  the  owners,  shippers,  or  consignors  of  the  cargo  of  such 
vessel  shall  deliver  to  the  collector  manifests  of  the  cargo,  or  the  parts 
thereof  shipped  by  them  respectively,  and  shall  verify  the  same 
by  oath.  Such  manifests  shall  specify  the  kinds  and  quantities  of 
the  articles  shipped  respectively,  and  the  value  of  the  total  quantity 
of  each  kind  of  articles;  and  the  oath  to  each  manifest  shall  state 
that  it  contains  a  full,  just,  and  true  account  of  all  articles  laden  on 
board  of  such  vessel  by  the  owners,  shippers,  or  consignors  respect- 
ively, and  that  the  values  of  such  articles  are  truly  stated,  accord- 
ing to  their  actual  cost,  or  the  values  which  they  truly  bear  at  the 
port  and  time  of  exportation.  And  before  a  clearance  shall  be  granted 
for  any  such  vessel,  the  master  of  that  vessel,  and  the  owners,  ship- 


20  THE  MEN  ON  DECK 

pers,  and  consignors  of  the  cargo,  shall  state,  upon  oath,  to  the 
collector,  the  foreign  port  or  country  in  which  such  cargo  is  truly 
intended  to  be  landed.  The  oaths  shall  be  taken  and  subscribed 
in  writing.  (R.  S.,  4200;  Apr.  29,  1902.) 

Form  of  clearance. 

The  form  of  a  clearance,  to  be  granted  to  a  ship  or  vessel  on  her 
departure  to  a  foreign  port  or  place,  shall  be  as  follows: 

District  of  ,  ss, 

Port  of 

These  are  to  certify  all  whom  it  doth  concern,  that  ,  master 

or  commander  of  the  ,  burden  tons,  or  thereabouts, 

mounted  with  guns,  navigated  with  men,  built, 

and  bound  for  ,  having  on  board  ,  hath  here  entered 

and  cleared  his  said  vessel  according  to  law.  Given  under  our 
hands  and  seals,  at  the  custom-house  of  ,  this  day  of 

,  one  thousand  ,  and  in  the  year  of  the  Inde- 

pendence of  the  United  States  of  America.  (R.  S.,  4201;  Apr.  29, 
1902.) 

State  inspection  laws. 

The  collectors  and  other  officers  of  the  customs  shall  pay  due 
regard  to  the  inspection  laws  of  the  States  in  which  they  may  re- 
spectively act,  in  such  manner  that  no  vessel  having  on  board  goods 
liable  to  inspection  shall  be  cleared  until  the  master,  or  other  proper 
person,  shall  have  produced  such  certificate  that  all  such  goods  have 
been  duly  inspected,  as  the  laws  of  the  respective  States  may  require 
to  be  produced  to  collectors  or  other  officers  of  the  customs.  (R.  S.,' 
4202;  Apr.  29,  1902.) 

Manifests  in  Alaskan  and  insular  trades. 

The  provisions  of  sections  four  thousand  one  hundred  and  ninety- 
seven  to  four  thousand  two  hundred,  inclusive,  of  the  Revised  Stat- 
utes of  the  United  States,  requiring  statements  of  quantity  and  value 
of  goods  carried  by  vessels  clearing  from  the  United  States  to  foreign 
ports,  shall  be  extended  to  and  govern,  under  such  regulations  as 
the  Secretary  of  Commerce  shall  prescribe,  in  the  trade  between 
the  United  States  and  Hawaii,  Porto  Rico,  Alaska,  the  Philippine 
Islands,  Guam,  and  its  other  noncontiguous  territory,  and  shall  also 


ENTRY  AND  CLEARANCE  21 

govern  in  the  trade  conducted  between  said  islands  and  territory, 
and  in  shipments  from  said  islands  or  territory  to  other  parts  of 
the  United  States:  Provided,  That  this  law  shall  not  apply  in  the  Phil- 
ippine Islands  during  such  time  as  the  collectors  of  customs  of  those 
islands  are  under  the  jurisdiction  of  the  War  Department.  (Apr.  29, 
1902;  Feb.  14,  1903;  sees.  7,  10.) 

Bullion  and  coin. 

All  vessels  belonging  to  citizens  of  the  United  States,  and  bound 
from  any  port  in  the  United  States  to  any  other  port  therein,  or  to 
any  foreign  port,  or  from  any  foreign  port  to  any  port  in  the  United 
States,  shall,  before  clearance,  receive  on  board  all  such  bullion, 
coin,  United  States  notes  and  bonds  and  other  securities,  as  the 
Government  of  the  United  States  or  any  department  thereof,  or 
any  minister,  consul,  vice-consul,  or  commercial  or  other  agent  of 
the  United  States  abroad,  shall  offer,  and  shall  securely  convey  and 
promptly  deliver  the  same  to  the  proper  authorities  or  consignees, 
on  arriving  at  the  port  of  destination;  and  shall  receive  for  such 
service  such  reasonable  compensation  as  may  be  allowed  to  other 
carriers  in  the  ordinary  transactions  of  business.  (R.  S.,  4204.) 

Fees. 

Previous  to  a  clearance  being  granted  to  any  vessel,  outward 
bound,  the  legal  fees  which  shall  have  accrued  on  such  vessel  shall 
be  paid  at  the  offices  where  such  fees  are  respectively  payable; 
and  receipts  for  the  same  shall  be  produced  to  the  collector  or  other 
officer  whose  duty  it  may  be  to  grant  clearances,  before  a  clearance 
is  granted.  (R.  S.,  4206;  June  19,  1886.) 

~  Whenever  any  clearance  is  granted  to  any  vessel  of  the  United 
States,  duly  registered  as  such,  and  bound  on  any  foreign  voyage, 
the  collector  of  the  district  shall  annex  thereto,  in  every  case,  a  copy 
of  the  rates  or  tariffs  of  fees  which  diplomatic  and  consular  officers 
are  entitled,  by  the  regulations  prescribed  by  the  President,  to  receive 
for  their  service.  (R.  S.,  4207.) 

Deposit  of  papers. 

The  register,  or  other  document  in  lieu  thereof,  together  with  the 
clearance  and  other  papers  granted  by  the  officers  of  the  customs  to  a 
vessel  at  her  departure  from  the  port  from  whence  she  may  have  ar- 


22  THE  MEN  ON  DECK 

rived,  Mediterranean  passports  excepted,  shall  previous  to  entry 
be  produced  to  the  collector  with  whom  such  entry  is  to  be  made, 
and  shall  remain  in  his  office;  and  on  the  clearance  of  such  vessel  the 
register  and  other  documents  shall  be  returned  to  the  master  or  owner 
of  such  vessel.  (R.  S.,  2790.) 

The  register,  or  other  document  in  lieu  thereof,  together  with  the 
clearance  and  other  papers  granted  by  the  officers  of  the  customs 
to  any  foreign  vessel,  at  her  departure  from  the  port  from  which 
she  may  have  arrived,  shall,  previous  to  entry  in  any  port  of  the 
United  States,  be  produced  to  the  collector  with  whom  such  entry  is 
to  be  made.  It  shall  be  the  duty  of  the  master,  within  forty-eight 
hours  after  such  entry,  to  deposit  the  papers  with  the  consul  or  vice- 
consul  of  the  nation  to  which  the  vessel  belongs,  and  to  deliver  to 
the  collector  the  certificate  of  such  consul  or  vice-consul  that  the 
papers  have  been  so  deposited.  Every  master  who  fails  to  comply 
with  this  regulation  shall  be  punishable  by  a  fine  of  not  less  than  five 
hundred  dollars,  nor  more  than  two  thousand  dollars.  (R.  S.,  4209.) 

It  shall  be  the  duty  of  all  masters  of  vessels  for  whom  any  official 
services  shall  be  performed  by  any  consular  officer,  without  the 
payment  of  a  fee,  to  require  a  written  statement  of  such  services 
from  such  consular  officer,  and,  after  certifying  as  to  whether  such 
statement  is  correct,  to  furnish  it  to  the  collector  of  the  district 
in  which  such  vessels  shall  first  arrive  on  their  return  to  the  United 
States;  and  if  any  such  master  of  a  vessel  shall  fail  to  furnish  such  state- 
ment, he  shall  be  liable  to  a  fine  of  not  exceeding  fifty  dollars,  unless 
such  master  shall  state  under  oath  that  no  such  statement  was 
furnished  him  by  said  consular  officer.  And  it  shall  be  the  duty  of 
every  collector  to  forward  to  the  Secretary  of  the  Treasury  all  such 
statements  as  shall  have  been  furnished  to  him,  and  also  a  state- 
ment of  all  certified  invoices  which  shall  have  come  to  his  office, 
giving  the  dates  of  the  certificates,  and  the  names  of  the  persons  for 
whom  and  of  the  consular  officer  by  whom  the  same  were  certified. 
(R.  S.,  4213;  June  26,  1884;  sec.  13.) 

War  documents;  passports;  sea  letters. 

Every  vessel  ofthe  United  States,  going  to  any  foreign  country, 
shall,  before  she  departs  from  the  United  States,  at  the  request  of 
the  master,  be  furnished  by  the  collector  for  the  district  where  such 


ENTRY  AND  CLEARANCE  23 

vessel  may  be,  with  a  passport,  the  form  for  which  shall  be  pre- 
scribed by  the  Secretary  of  State.  In  order  to  be  entitled  to  such 
passport,  the  master  of  every  such  vessel  shall  be  bound,  with  suf- 
ficient sureties,  to  the  Treasurer  of  the  United  States,  in  the  penalty 
of  two  thousand  dollars,  conditioned  that  the  passport  shall  not  be 
applied  to  the  use  or  protection  of  any  other  vessel  than  the  one 
described  in  it;  and  that,  in  case  of  the  loss  or  sale  of  any  vessel 
having  such  passport,  the  same  shall,  within  three  months,  be  deliv- 
ered up  to  the  collector  from  whom  it  was  received,  if  the  loss  or  sale 
take  place  within  the  United  States;  or  within  six  months,  if  the  same 
shall  happen  at  any  place  nearer  than  the  Cape  of  Good  Hope; 
and  within  eighteen  months,  if  at  a  more  distant  place.  (R.  S., 
4306.) 

If  any  vessel  of  the  United  States  shall  depart  therefrom,  and  shall 
be  bound  to  any  foreign  country,  other  than  to  some  port  in  America, 
without  such  passport,  the  master  of  such  vessel  shall  be  liable  to  a 
penalty  of  two  hundred  dollars  for  every  such  offense.  (R.  S.,  4307.) 

Every  unregistered  vessel  owned  by  a  citizen  of  the  United 
States,  and  sailing  with  a  sea-letter,  going  to  any  foreign  country, 
shall,  before  she  departs  from  the  United  States,  at  the  request  of 
the  master,  be  furnished  by  the  collector  of  the  district  where  such 
vessel  may  be  with  a  passport,  for  which  the  master  shall  be  subject 
to  the  rules  and  conditions  prescribed  for  vessels  of  the  United 
States.  (R.  S.,  4308.) 

Every  master  of  a  vessel,  belonging  to  citizens  of  the  United 
States,  who  shall  sail  from  any  port  of  the  United  States,  shall, 
on  his  arrival  at  a  foreign  port,  deposit  his  register,  sea-letter,  and 
Mediterranean  passport  with  the  consul,  vice-consul,  commercial 
agent,  or  vice-commercial  agent,  if  any  there  be  at  such  port;  and 
it  shall  be  the  duty  of  such  consul,  vice-consul,  commercial  agent,  or 
vice-commercial  agent,  on  such  master  or  commander  producing 
to  him  a  clearance  from  the  proper  officer  of  the  port  where  his  vessel 
may  be,  to  deliver  to  the  master  all  of  his  papers,  if  such  master  or 
commander  has  complied  with  the  provisions  of  law  relating  to  the 
discharge  of  seamen  in  a  foreign  country,  and  to  the  payment  of  the 
fees  of  consular  officers.  (R.  S.,  4309.) 

Every  master  of  any  such  vessel  who  refuses  or  neglects  to  de- 
posit the  papers  as  required  by  the  preceding  section,  shall  be  liable 


24  THE  MEN  ON  DECK 

to  a  penalty  of  five  hundred  dollars,  to  be  recovered  by  such  consul, 
vice  consul,  commercial  agent,  or  vice-commercial  agent,  in  his  own 
name,  for  the  benefit  of  the  United  States,  in  any  court  of  competent 
jurisdiction.  (R.  S.,  4310.) 

Illegal  boarding  of  vessel. 

Every  person  who,  not  being  in  the  United  States  service,  and 
not  being  duly  authorized  by  law  for  the  purpose,  goes  on  board 
any  vessel  about  to  arrive  at  the  place  of  her  destination,  before 
her  actual  arrival,  and  before  she  has  been  completely  moored,  with- 
out permission  of  the  master,  shall,  for  every  such  offense,  be  pun- 
ishable by  a  fine  of  not  more  than  two  hundred  dollars,  and  by  im- 
prisonment for  not  more  than  six  months;  and  the  master  of  such 
vessel  may  take  any  such  person  so  going  on  board  into  custody, 
and  deliver  him  up  forthwith  to  any  constable  or  police  officer,  to 
be  by  him  taken  before  any  justice  of  the  peace,  to  be  dealt  with 
according  to  the  provisions  of  this  Title  (R.  S.,  4501-4613).  (R.  S., 
4606.) 

The  Secretary  of  Commerce  is  hereby  authorized  and  directed  to 
prescribe  from  time  to  time  and  enforce  regulations  governing  the 
boarding  of  vessels  arriving  at  the  seaports  of  the  United  States, 
before  such  vessels  have  been  properly  inspected  and  placed  in  secur- 
ity, and  for  that  purpose  to  employ  any  of  the  officers  of  that  [or 
Treasury]  Department.  (Mar.  31,  1900;  Feb.  14,  1903;  sec.  10.) 

Each  person  violating  such  regulations  shall  be  subject  to  a 
penalty  of  not  more  than  one  hundred  dollars  or  imprisonment  not 
to  exceed  six  months,  or  both,  in  the  discretion  of  the  court.  (Mar. 
31,  1900;  sec.  2.) 

This  Act  shall  be  construed  as  supplementary  to  section  nine  of 
chapter  three  hundred  and  seventy-four  of  the  Statutes  of  eighteen 
hundred  and  eighty  two,  and  section  forty-six  hundred  and  six  of 
the  Revised  Statutes.  (Sec.  3.) 

Boarding  and  search  of  vessel. 

It  shall  be  lawful  for  any  officer  of  the  customs,  including  inspect- 
ors and  occasional  inspectors,  or  of  a  revenue-cutter,  or  authorized 
agent  of  the  Treasury  Department,  or  other  person  specially  appointed 


ENTRY  AND  CLEARANCE  25 

for  the  purpose  in  writing  by  a  collector,  naval  officer,  or  surveyor, 
to  go  on  board  of  any  vessel,  as  well  without  as  within  his  district, 
and  to  inspect,  search,  and  examine  the  same,  and  any  person,  trunk, 
or  envelope  on  board,  and  to  this  end  to  hail  and  stop  such  vessel  if 
under  way,  and  to  use  all  necessary  force  to  compel  compliance; 
and  if  it  shall  appear  that  any  breach  or  violation  of  the  laws  of  the 
United  States  has  been  committed,  whereby  or  in  consequence  of 
which  such  vessel,  or  the  merchandise,  or  any  part  thereof,  on  board 
of  or  imported  by  such  vessel,  is  liable  to  forfeiture,  to  make  seizure 
of  the  same,  or  either  or  any  part  thereof,  and  to  arrest,  or  in  case 
of  escape,  or  any  attempt  to  escape,  to  pursue  and  arrest  any  person 
engaged  in  such  breach  or  violation.  (R.  S.,  3059.) 

The  original  appointment  in  writing  of  any  person  specially 
appointed  under  the  provisions  of  the  previous  section  shall  be 
filed  in  the  custom-house  where  such  appointment  is  made.  (R.  S., 
3060.) 

It  shall  be  lawful  for  all  collectors,  naval  officers,  surveyors, 
inspectors,  and  the  officers  of  the  revenue-cutters,  to  go  on  board  of 
vessels  in  any  port  of  the  United  States,  or  within  four  leagues  of 
the  coast  thereof,  if  bound  to  the  United  States,  whether  in  or  out 
of  their  respective  districts,  for  the  purpose  of  demanding  the  mani- 
fests, and  of  examining  and  searching  the  vessels;  and  those  officers 
respectively  shall  have  free  access  to  the  cabin  and  every  part  of  a 
vessel.  (R.  S.,  3067.) 

If  any  master  of  a  vessel  coming  into  or  having  arrived  at  any 
port  within  the  United  States,  shall  obstruct  or  hinder  or  shall  inten- 
tionally cause  any  obstructions  or  hindrance  to  any  officer  in  law- 
fully going  on  board  such  vessel  for  the  purpose  of  carrying  into 
effect  any  of  the  revenue  laws  of  the  United  States,  he  shall  for  every 
such  offense  be  liable  to  a  penalty  of  not  more  than  five  hundred  dol- 
lars nor  less  than  fifty  dollars.  (R.  S.,  3068.) 

If  any  box,  trunk,  chest,  cask,  or  other  package  shall  be  found 
in  the  cabin,  steerage,  or  forecastle  of  a  vessel,  or  in  any  other  place 
separate  from  the  residue  of  the  cargo,  the  officer  of  the  customs 
shall  take  a  particular  account  of  such  package,  and  of  the  marks  and 
numbers  thereof,  if  any,  and  a  description  thereof,  and,  if  he  judges 
proper,  shall  seal  every  such  package;  and  such  account  and  descrip- 


26  THE  MEN  ON  DECK 

tion  shall  be  by  him  forwarded  without  delay  to  the  collector  of  the 
district  to  which  such  vessel  is  bound.  If  upon  her  arrival  at  the 
port  of  her  entry,  the  packages  so  described,  or  any  of  them,  are 
missing,  or  if  any  seal  put  thereon  has  been  broken,  the  master  shall 
be  liable  to  a  penalty  for  every  package  missing,  or  on  which  any 
seal  shall  be  broken,  of  two  hundred  dollars.  (R.  S.,  3069.) 


CHAPTER  IV 
ENTRY  OF  MERCHANDISE 

Inward  manifests. 

No  merchandise  shall  be  brought  into  the  United  States,  from 
any  foreign  port,  in  any  vessel  unless  the  master  has  on  board  mani- 
fests in  writing  of  the  cargo,  signed  by  such  master.  (R.  S.,  2806.) 

Every  manifest  required  by  the  preceding  section  shall  contain: 

First.  The  name  of  the  ports  where  the  merchandise  in  such 

manifest  mentioned  were  taken  on  board,  and  the  ports  within  the 

United  States  for  which  the  same  are  destined;   particularly  noting 

the  merchandise  destined  for  each  port  respectively.     (R.  S.,  2807.) 

Provided,  however,  That  the  master  of  a  vessel  laden  exclusively 
either  with  sugar,  coal,  salt,  hides,  dyewoods,  wool,  or  jute  butts, 
consigned  to  one  consignee,  arriving  at  a  port  for  orders,  may  be 
permitted  to  destine  such  cargo  or  determine  its  disposition  "  for 
orders,"  upon  entering  the  vessel  at  the  custom-house,  and,  within 
fifteen  days  afterward  and  before  the  unloading  of  any  part  of  the 
cargo,  to  amend  the  manifest  by  designating  the  actual  port  of  dis- 
charge of  such  cargo: 

Provided  further,  That  in  the  event  of  failure  to  designate  the 
port  of  discharge  within  fifteen  days  such  cargo  must  be  discharged 
at  the  port  where  the  vessel  entered.  (June  3,  1892.) 

Second.  The  name,  description,  and  build  of  the  vessel;  the  true 
admeasurement  or  tonnage  thereof;  the  port  to  which  such  vessel 
belongs;  the  name  of  each  owner,  according  to  the  register  of  the 
same;  and  the  name  of  the  master  of  such  vessel. 

Third.  A  just  and  particular  account  of  all  the  merchandise,  so 
laden  on  board,  whether  in  packages  or  stowed  loose,  of  any  kind 
or  nature  whatever,  together  with  the  marks  and  numbers  as  marked 
on  each  package,  and  the  number  or  quantity  and  description  of  the 
packages  in  words  at  length,  whether  leaguer,  pipe,  butt,  puncheon, 

27 


28  THE  MEN  ON  DECK 

hogshead,  barrel,  keg,  case,  bale,  pack,  truss,  chest,  box,  band-box, 
bundle,  parcel,  cask,  or  package,  of  any  kind  or  sort,  describing  the 
same  by  its  usual  name  or  denomination. 

Fourth.  The  names  of  the  persons  to  whom  such  packages  are 
respectively  consigned,  agreeably  to  the  bills  of  lading  signed  for 
the  same,  unless  when  the  goods  are  consigned  to  order,  when  it 
shall  be  so  expressed  in  the  manifest. 

Fifth.  The  names  of  the  several  passengers  on  board  the  vessel, 
distinguishing  whether  cabin  or  steerage  passengers,  or  both,  with  their 
baggage,  specifying  the  number  and  description  of  packages  belong- 
ing to  each  respectively.  (R.  S.,  2807.) 

Sixth.  An  account  of  the  sea-stores  remaining,  if  any. 

If  merchandise  shall  be  imported,  destined  to  be  delivered  in 
different  districts  or  ports,  the  quantities  and  packages  so  destined 
to  be  delivered  shall  be  inserted  in  successive  order  in  the  manifest; 
and  all  spirits  and  wines  constituting  the  whole  or  any  part  of  the 
cargo  of  any  vessel  shall  also  be  inserted  in  successive  order,  dis- 
tinguishing the  ports  to  which  the  same  may  be  destined,  and  the 
kinds,  qualities,  and  quantities  thereof.  (R.  S.,  2808.) 

If  any  merchandise  is  brought  into  the  United  States  in  any 
vessel  whatever  from  any  foreign  port  without  having  such  a  mani- 
fest on  board,  or  which  shall  not  be  included  or  described  in  the 
manifest,  or  shall  not  agree  therewith,  the  master  shall  be  liable 
to  a  penalty  equal  to  the  value  of  such  merchandise  not  included  in 
such  manifest;  and  all  such  merchandise  not  included  in  the  mani- 
fest belonging  or  consigned  to  the  master,  mate,  officers,  or  crew  of 
such  vessel,  shall  be  forfeited.  (R.  S.,  2809.) 

Whenever  it  is  made  to  appear  to  the  satisfaction  of  the  col- 
lector, naval  officer,  and  surveyor,  or  to  the  major  part  of  them, 
where  those  officers  are  established  at  any  port,  or  to  the  satisfaction 
of  the  collector  alone,  where  either  of  the  other  of  the  officers  is  not 
established,  or  to  the  satisfaction  of  the  court  in  which  a  trial  shall 
be  had  concerning  such  forfeiture,  that  no  part  of  the  cargo  of  any 
vessel  without  proper  manifest  was  unshipped,  after  it  was  taken  on 
board,  except  such  as  shall  have  been  particularly  specified  and 
accounted  for  in  the  report  of  the  master,  and  that  the  manifests 
have  been  lost  or  mislaid,  without  fraud  or  collusion,  or  were  defaced 


ENTRY  OF  MERCHANDISE  29 

by  accident,  or  became  incorrect  by  mistake,  no  forfeiture  or  penalty 
shall  be  incurred  under  the  preceding  section.    (R.  S.,  2810.) 

Ports  of  entry. 

It  shall  not  be  lawful  to  make  entry  of  any  vessel  which  shall 
arrive  within  the  United  States,  from  any  foreign  port,  or  of  the  cargo 
on  board  such  vessel,  elsewhere  than  at  one  of  the  ports  of  entry 
designated  in  chapter  one  [R.  S.,  2517-2612]  of  this  Title  [R.  S.,  2517- 
3129];  nor  to  unlade  the  cargo,  or  any  part  thereof,  elsewhere  than 
at  one  of  the  ports  of  delivery  therein  designated,  except  that  every 
port  of  entry  shall  be  also  a  port  of  delivery.  This  section  shall  not 
prevent  the  master  or  commander  of  any  vessel  from  making  entry 
with  the  collector  of  any  district  in  which  such  vessel  may  be  owned, 
or  from  which  she  may  have  sailed  on  the  voyage  from  which  she 
shall  then  have  returned.  (R.  S.,  2770.) 

Vessels  bound  to  port  of  delivery. 

The  master  of  every  vessel  bound  to  a  port  of  delivery  only,  in 
any  district,  shall  first  come  to  at  the  port  of  entry  of  such  district, 
with  his  vessel,  and  there  make  report  and  entry  in  writing,  and  pay 
all  duties  required  by  law,  port  fees  and  charges,  before  such  vessel 
shall  proceed  to  her  port  of  delivery.  Any  master  of  a  vessel  who 
shall  proceed  to  a  port  of  delivery  contrary  to  such  directions  shall 
be  liable  to  a  penalty  of  five  hundred  dollars,  to  be  recovered  with 
costs  of  suit.  (R.  S.,  2772.) 

Report  and  declaration  of  master. 

Within  twenty-four  hours  after  the  arrival  of  any  vessel,  from 
any  foreign  port,  at  any  port  of  the  United  States  established  by  law, 
at  which  an  officer  of  the  customs  resides,  or  within  any  harbor,  inlet, 
or  creek  thereof,  in  the  hours  of  business  at  the  office  of  the  chief 
officer  of  the  customs  at  such  port  will  permit,  or  as  soon  thereafter 
as  such  hours  will  permit,  the  master  shall  repair  to  such  office, 
and  make  report  to  the  chief  officer,  of  the  arrival  of  the  vessel; 
and  he  shall,  within  forty-eight  hours  after  such  arrival,  make  a 
further  report  in  writing  to  the  collector  of  the  district,  which  report 
shall  be  in  the  form,  and  shall  contain  all  the  particulars  required  to 
be  inserted  in,  and  verified  like,  a  manifest.  Every  master  who  shall 
neglect  or  omit  to  make  either  of  such  reports  and  declarations,  or 
to  verify  any  such  declaration  as  required,  or  shall  not  fully  comply 


30  THE  MEN  ON  DECK 

with  the  true  intent  and  meaning  of  this  section,  shall,  for  each 
offense,  be  liable  to  a  penalty  of  one  thousand  dollars.  (R.  S., 
2774-) 

The  master  of  any  vessel  having  on  board  distilled  spirits,  or 
wines,  shall,  within  forty-eight  hours  after  his  arrival,  whether  the 
same  be  at  the  first  port  of  arrival  of  such  vessel  or  not,  in  addition 
to  the  requirements  of  the  preceding  section,  report  in  writing  to  the 
surveyor  or  officer  acting  as  inspector  of  the  revenue  of  the  port  at 
which  he  has  arrived,  the  foreign  port  from  which  he  last  sailed, 
the  name  of  his  vessel,  his  own  name,  the  tonnage  and  denomina- 
tion of  such  vessel,  and  to  what  nation  belonging,  together  with  the 
quantity  and  kinds  of  spirits  and  wines,  on  board  of  the  vessel, 
particularizing  the  number  of  casks,  vessels,  cases,  or  other  packages 
containing  the  same,  with  their  marks  and  numbers,  as  also  the 
quantity  and  kinds  of  spirits  and  wines,  on  board  such  vessel  as  sea- 
stores,  and  in  default  thereof  he  shall  be  liable  to  a  penalty  of  five 
hundred  dollars  and  any  spirits  omitted  to  be  reported  shall  be 
forfeited.  (R.  S.,  2775.) 

If  any  vessel,  having  arrived  within  the  limits  of  any  collection- 
district,  from  any  foreign  port,  departs,  or  attempts  to  depart  from 
the  same,  unless  to  proceed  on  her  way  to  some  more  interior  district 
to  which  she  may  be  bound,  before  report  or  entry  shall  have  been 
made  by  the  master  with  the  collector  of  some  district,  the  master 
shall  be  liable  to  a  penalty  of  four  hundred  dollars;  and  any  col- 
lector, naval  officer,  surveyor,  or  commander  of  any  revenue  cutter 
may  cause  such  vessel  to  be  arrested  and  brought  back  to  the  most 
convenient  port  of  the  United  States.  If,  however,  it  is  made  to 
appear  by  the  oath  of  the  master,  and  of  the  person  next  in  command, 
or  by  other  sufficient  proof  to  the  satisfaction  of  the  collector  of  the 
district  within  which  such  vessel  shall  afterward  come,  or  to  the  satis- 
faction of  the  court  in  which  the  prosecution  for  such  penalty  may 
be  had,  that  the  departure  or  attempt  to  depart  was  occasioned  by 
stress  of  weather,  pursuit  or  duress  of  enemies,  of  other  necessity, 
the  penalty  imposed  by  this  section  shall  not  be  incurred.  (R.  S., 
2773-) 
Special  inward  manifest  for  Treasury  Department. 

Each  master  of  a  vessel  arriving  in  the  United  States  from  a  foreign 
port  except  vessels  carrying  traffic  in  bond  on  transfer  ferries  shall, 


ENTRY  OF  MERCHANDISE  31 

immediately  upon  landing  and  before  entering  his  vessel  at  the  cus- 
tom-house, mail  to  the  Auditor  for  the  Treasury  Department,  Wash- 
ington, a  true  copy  of  the  manifest  of  his  vessel,  and  shall  on  entering 
his  vessel  make  affidavit  that  he  has  mailed  such  copy  and  that  the 
same  is  true  and  correct;  and  he  shall  also  mail  to  the  said  Auditor 
a  true  copy  of  the  corrected  manifest  filed  on  any  post  entry  of  his 
vessel.  Any  master  who  neglects  or  refuses  to  mail  to  the  Auditor 
the  required  copy  of  the  original  or  corrected  manifest  shall  be  sub- 
ject to  the  same  fines  and  penalties  fixed  by  law  for  his  failure  to 
deliver  the  manifest  of  his  vessel  to  the  collector:  Provided,  That 
this  section  shall  not  apply  to  ports  where  there  is  a  naval  officer. 
(Mar.  2,  1895;  sec.  9.) 

Cargo  in  bulk. 

Vessels  arriving  at  a  port  of  entry  in  the  United  States,  laden 
with  coal,  salt,  railroad  iron  and  other  like  articles  in  bulk  may  pro- 
ceed to  places  within  that  collection  district  to  be  specially  designated 
by  the  Secretary  of  the  Treasury  by  general  regulations  or  other- 
wise, under  the  superintendence  of  customs  officers,  at  the  expense 
of  the  parties  interested,  for  the  purpose  of  unlading  cargoes  of 
the  character  before  mentioned.  (R.  S.,  2776;  June  26,  1884; 
sec.  29.) 

Bond  of  cargo  for  reexport. 

Any  vessel  may  proceed  with  any  merchandise  brought  in  her, 
and,  in  the  manifest  delivered  to  the  collector  of  the  customs,  re- 
ported as  destined  for  any  foreign  port,  from  the  district  within  which 
such  vessel  shall  first  arrive  to  such  foreign  port  without  paying  or 
securing  the  payment  of  any  duties  upon  such  merchandise  as  shall 
be  actually  re-exported  in  the  vessel.  But  the  manifest  so  declar- 
ing to  re-export  such  merchandise  shall  be  delivered  to  such  collector 
within  forty-eight  hours  after  the  arrival  of  the  vessel.  And  the 
master  of  such  vessel  shall  give  bond  as  required  by  the  next  section. 
(R.  S,  2776.) 

The  master  of  any  vessel  so  destined  for  a  foreign  port  shall  give 
bond,  with  one  or  more  sureties,  in  a  sum  equal  to  the  amount  of  the 
duties  upon  the  merchandise,  as  the  same  shall  be  estimated  by  the 
collector  and  naval  officer  of  the  port  where  the  report  shall  be  made, 
to  the  satisfaction  of  the  collector,  with  condition  that  the  merchan- 


32  THE  MEN  ON  DECK 

dise,  or  any  part  thereof,  shall  not  be  landed  within  the  United  States, 
unless  due  entry  thereof  shall  have  been  first  made  and  the  duties 
thereupon  paid,  according  to  law.  Such  bond  shall  be  taken  for  the 
same  period,  and  canceled  in  like  manner,  as  a  bond  given  for  obtain- 
ing drawback  of  duties.  No  such  bond  shall  be  required  in  respect 
to  merchandise  on  board  of  any  vessel  which  has  put  into  the  United 
States  from  a  necessity,  shown  as  prescribed  in  section  twenty- 
seven  hundred  and  seventy- three.  (R.  S.,  2777.) 

The  collector  receiving  any  bond  conditioned  for  the  payment 
of  duties  upon  merchandise  reported  as  destined  for  a  foreign  port, 
in  case  the  same  shall  be  landed  within  the  United  States,  or  any 
other  bonds  taken  upon  the  exportation  of  merchandise  entitled  to 
drawback,  shall  immediately  after  the. time  when  by  the  conditions 
of  the  same  they  ought  to  be  canceled,  put  the  same  in  suit,  provided 
the  proof  of  the  occurrence  of  such  a  necessity  as  excuses  a  landing 
of  such  goods  within  the  United  States  has  nojt  been  produced,  or 
further  time  granted  therefor  by  the  Secretary  of  the  Treasury. 
(R.  S.,  2778.) 

Inspection  of  merchandise  laden  for  export. 

The  collector  shall  direct  the  surveyor,  where  any,  to  inspect, 
or  cause  to  be  inspected,  the  merchandise  notified  for  exportation, 
and  if  it  is  found  to  correspond  fully  with  the  notice  and  proof  con- 
cerning the  same,  the  collector,  together  with  the  naval  officer,  if 
any,  shall  grant  a  permit  for  lading  the  same  on  board  of  the  vessel 
named  in  such  notice  and  entry.  Such  lading  shall  be  performed 
under  the  superintendence  of  the  officer  by  whom  the  same  has 
been  so  inspected;  and  the  exporter  shall  make  oath  that  the  mer- 
chandise, so  noticed  for  exportation,  and  laden  on  board  such  vessel, 
previous  to  the  clearance  thereof,  or  within  ten  days  after  such 
clearance,  is  truly  intended  to  be  exported  to  the  place  whereof 
notice  has  been  given,  and  is  not  intended  to  be  relanded  within 
the  United  States;  otherwise  the  merchandise  shall  not  be  entitled 
to  the  benefit  of  drawback.  (R.  S.,  3035.) 

Transfer  of  imported  merchandise  for  export. 

All  merchandise  imported  into  the  United  States,  the  duties  on 
which  have  been  paid,  or  secured  to  be  paid,  may  be  transported 
by  land,  or  partly  by  land  and  partly  by  water,  or  coastwise,  from  the 


ENTRY  OF  MERCHANDISE  33 

district  into  which  it  was  imported  to  any  port  of  entry  and  exported 
from  such  port  of  entry  with  the  benefit  of  drawback.     (R.  S.,  3036.) 

Delivery  of  cargo  in  various  districts. 

Any  vessel  in  which  any  merchandise  is  brought  into  the  United 
States  from  any  foreign  port,  and  which  is  specified  in  the  manifest 
verified  before  the  collector  of  the  port  in  which  such  vessel  first 
arrives,  to  be  destined  for  other  districts,  may  proceed  with  the  same 
from  district  to  district  within  the  United  States,  in  order  to  the 
landing  or  delivery  thereof;  and  the  duties  on  such  of  the  merchandise 
only  as  shall  be  landed  hi  any  district  shall  be  paid  within  such 
district.  (R.  S.,  2779.) 

Before  any  vessel  departs  from  the  district  in  which  she  shall 
first  arrive  for  another  district,  provided  such  departure  is  not  within 
forty-eight  hours  after  her  arrival  within  such  district,  with  merchan- 
dise brought  in  such  vessel  from  a  foreign  port  on  which  the  duties 
have  not  been  paid,  the  master  shall  obtain  from  the  collector  of  the 
district  from  which  she  is  about  to  depart,  who  is  hereby  required 
to  grant  the  same,  a  copy  of  the  report  and  manifest  made  by  such 
master,  certified  by  the  collector,  to  which  copy  shall  be  annexed  a 
certificate  of  the  quantity  and  particulars  of  the  merchandise  which 
appears  to  him  to  have  been  landed  within  his  district,  or  of  the 
quantity  and  particulars  of  the  merchandise  which  remains  on 
board  and  upon  which  the  duties  are  to  be  paid  in  some  other  dis- 
trict. (R.  S.,  2780.) 

Within  twenty-four  hours  after  the  arrival  of  such  vessel  within 
any  other  district,  the  master  shall  make  report  or  entry  to  or  with 
the  collector  of  such  other  district,  producing  and  showing  the  certi- 
fied copy  of  his  first  report,  together  with  a  certificate  from  each  col- 
lector of  any  other  district  within  which  any  of  the  merchandise, 
brought  in  such  vessel,  has  been  landed,  of  the  quantity  and  par- 
ticulars of  such  merchandise  as  has  been  landed  in  each  district 
respectively.  (R.  S.,  2781.) 

The  master  shall,  however,  first  give  bond,  with  one  or  more 
sureties,  to  the  satisfaction  of  the  collector  of  the  district  within  which 
the  vessel  first  arrives,  in  a  sum  equal  to  the  amount  of  the  duties 
on  the  residue  of  the  merchandise,  according  to  such  estimate  as  the 
collector  shall  form  thereof,  with  condition  that  the  residue  of  such 


34  THE  MEN  ON  DECK 

merchandise  shall  be  duly  entered  and  delivered  in  another  district 
for  which  the  same  has  been  reported  to  be  destined.    (R.  S.,  2782.) 

The  bond  shall  be  canceled  or  discharged  within  six  calendar 
months  from  the  date  thereof,  by  the  production  of  certificates  from 
the  collectors  of  the  districts  for  which  the  merchandise  has  been 
reported,  showing  the  due  entry  and  delivery  of  the  merchandise 
in  such  districts,  or  upon  due  proof  to  the  satisfaction  of  the  collector 
by  whom  the  bond  was  taken,  and  to  the  naval  officer  of  the  port, 
if  any,  that  such  entry  and  delivery  were  prevented  by  some  un- 
avoidable accident  or  casualty,  and  if  the  whole  or  any  part  of  the 
merchandise  has  not  been  lost,  that  it  has  been  duly  entered  and 
delivered  within  the  United  States.  (R.  S.,  2783.) 

If  the  master  of  any  such  vessel  fails  by  his  neglect  or  fault  to 
obtain  the  copy  of  his  report  from  the  collector  of  the  district  from 
which  he  is  about  to  depart,  or  any  certificate  which  he  ought  to 
obtain,  or  neglects  to  exhibit  the  same  to  the  collector  of  any  other 
district  to  which  the  vessel  afterward  proceeds,  within  the  time  for 
that  purpose  allowed,  he  shall  be  liable  to  a  penalty,  for  every  such 
neglect  or  omission,  of  five  hundred  dollars.  (R.  S.,  2784.) 

Vessels  exempt  from  entry. 

It  shall  not  be  necessary  for  the  master  of  any  vessel  of  war, 
or  of  any  vessel  employed  by  any  prince,  or  state,  as  a  public  packet 
for  the  conveyance  of  letters  and  dispatches,  and  not  permitted  by 
the  laws  of  such  prince  or  state  to  be  employed  in  the  transportation 
of  merchandise,  in  the  way  of  trade,  to  make  report  and  entry. 
(R.  S.,  2791.) 

Any  passenger  vessel  engaged  triweekly  or  oftener  in  trade 
between  ports  of  the  United  States  and  foreign  ports  shall  be  exempt 
from  entrance  and  clearance  fees  and  tonnage  taxes  while  such  ser- 
vice triweekly  or  oftener  is  maintained.  (May  28,  1908.) 

Sea-stores. 

In  order  to  ascertain  what  articles  ought  to  be  exempt  from 
duty  as  the  sea-stores  of  a  vessel,  the  master  shall  particularly  specify 
the  articles,  in  the  report  or  manifest  to  be  by  him  made,  designating 
them  as  the  sea-stores  of  such  vessel;  and  in  the  oath  to  be  taken  by 
such  master,  on  making  such  report,  he  shall  declare  that  the  articles 


ENTRY  OF  MERCHANDISE  35 

so  specified  as  sea-stores  are  truly  such,  and  are  not  intended  by  way 
of  merchandise  or  for  sale;  whereupon  the  articles  shall  be  free  from 
duty.  (R.S.,  2795.) 

Whenever  it  appears  to  the  collector  to  whom  a  report  and  mani- 
fest of  sea-stores  are  delivered,  together  with  the  naval  officer,  where 
there  is  one,  or  alone,  where  there  is  no  naval  officer,  that  the  quanti- 
ties of  the  articles,  or  any  part  thereof,  reported  as  sea-stores,  are 
excessive,  the  collector,  jointly  with  the  naval  officer,  or  alone,  as  the 
case  may  be,  may  in  his  discretion  estimate  the  amount  of  the  duty 
on  such  excess;  which  shall  be  forthwith  paid  by  the  master,  to  the 
collector,  on  pain  of  forfeiting  the  value  of  such  excess.  (R.  S., 
2796.) 

If  any  other  or  greater  quantity  of  articles  are  found  on  board 
such  vessel  as  sea-stores  than  are  specified  in  an  entry  of  sea-stores, 
or  if  any  of  the  articles  are  landed  without  a  permit  first  obtained 
from  the  collector,  and  naval  officer  if  any,  for  that  purpose,  all 
such  articles  as  are  not  included  in  the  report  or  manifest  by  the 
master,  and  all  which  are  landed  without  a  permit,  shall  be  for- 
feited, and  may  be  seized;  and  the  master  shall  moreover  be  liable 
to  a  penalty  of  treble  the  value  of  the  articles  omitted  or  landed. 
(R.  S.,  2797.) 

Sea-stores  and  the  legitimate  equipment  of  vessels  belonging 
to  regular  lines  plying  between  foreign  ports  and  the  United  States 
delayed  in  port  for  any  cause  may  be  transferred  in  such  port  of  the 
United  States  under  the  supervision  of  the  customs  officers  from 
one  vessel  to  another  vessel  of  the  same  owner  without  payment  of 
duties,  but  duties  must  be  paid  on  such  stores  or  equipments  landed 
for  consumption,  except  American  products.  (Mar.  3,  1897;  sec. 
I7-) 

Coal. 

The  master  of  any  vessel  propelled  by  steam,  arriving  at  any 
port  in  the  United  States,  may  retain  all  the  coal  such  vessel  may  have 
on  board  at  the  time  of  her  arrival,  and  may  proceed  with  such  coal 
to  a  foreign  port,  without  being  required  to  land  the  same  in  the 
United  States,  or  to  pay  any  duty  thereon.  (R.  S.,  2798.) 

Inspection  of  inward  manifests  by  boarding  officer. 

Every  master  of  any  vessel  laden  with  merchandise,  and  bound 


36  THE  MEN  ON  DECK 

to  any  port  in  the  United  States  shall,  on  his  arrival  within  four 
leagues  of  the  coast  thereof,  or  within  any  of  the  bays,  harbors, 
ports,  rivers,  creeks,  or  inlets,  thereof,  upon  demand,  produce  the 
manifests  in  writing,  which  such  master  is  required  to  have  on  board 
his  vessel,  to  such  officer  of  the  customs  as  first  comes  on  board  his 
vessel,  for  inspection,  and  shall  deliver  to  such  officer  true  copies 
thereof,  which  copies  shall  be  provided  and  subscribed  by  the  master, 
and  the  officer  to  whom  the  original  manifests  have  been  produced 
shall  certify  upon  the  back  thereof  that  the  same  were  produced,  and 
the  day  and  year  on  which  the  same  were  so  produced,  and  that  such 
copies  were  to  him  delivered  and  by  him  examined  with  the  original 
manifest;  and  shall  likewise  certify  upon  the  back  of  such  copies 
the  day  and  year  on  which  the  same  were  delivered,  and  shall  forth- 
with transmit  such  copies  to  the  respective  collectors  of  the  several 
districts,  to  which  the  goods  by  such  manifests  appear  respectively 
to  be  consigned.  (R.  S.,  2811.) 

The  master  of  any  such  vessel  shall  in  like  manner  produce  to 
the  officer  of  the  customs  who  first  comes  on  board  such  vessel,  upon 
her  arrival  within  the  limits  of  any  collection-district  in  which  the 
cargo,  or  any  part  thereof,  is  intended  to  be  discharged  or  landed, 
for  his  inspection,  such  manifest;  and  shall  also  deliver  to  him  true 
copies  thereof,  such  copies  also  to  be  provided  and  subscribed  by 
the  master,  the  production  of  which  manifests  and  the  delivery  of 
which  copies  shall  also  be  certified  by  the  officer  of  the  customs, 
upon  the  back  of  the  original  manifests,  with  the  particular  day  and 
year  when  such  manifests  were  produced  to  such  officer,  and  when 
he  so  received  the  copies  thereof;  and  such  officer  is  required  forth- 
with to  transmit  the  copies  of  the  manifest  to  the  collector  of  the 
district;  and  the  master  shall  afterward  deliver  the  original  mani- 
fests so  certified  to  the  collector.  When  any  manifest  shall  be  pro- 
duced, upon  which  there  shall  be  no  certificate  from  any  officer  of 
the  customs  as  before  mentioned,  the  master  producing  the  same 
shall  be  required  to  make  oath  that  no  officer  has  applied  for,  and 
that  no  indorsement  has  taken  place  on,  any  manifest  of  the  cargo 
of  such  vessel.  (R.  S.,  2812.) 

The  master  of  any  such  vessel  shall  not  be  required  to  make 
delivery  of  more  than  one  copy  of  each  manifest  to  the  officer  who 
shall  first  come  on  board  of  such  vessel,  within  four  leagues  of  the 
coast  of  the  United  States,  and  one  other  copy  to  such  officer  as  shall 


ENTRY  OF  MERCHANDISE  37 

first  come  on  board  within  the  limits  of  any  collection-district,  for 
which  the  cargo  of  such  vessel,  or  some  part  thereof,  is  destined,  nor 
to  make  delivery  of  any  such  copy  to  any  other  officer;  but  it  shall 
be  sufficient,  in  respect  to  any  such  other  officer,  to  exhibit,  to  him 
the  original  manifest  and  the  certificates  thereupon.  (R.  S.,  2813.) 

If  the  master  of  any  vessel  laden  with  merchandise,  and  bound  to 
any  port  in  the  United  States,  fails  upon  his  arrival  within  four  leagues 
of  the  coast  thereof,  or  within  the  limits  of  any  collection-district, 
where  the  cargo  of  such  vessel,  or  any  part  thereof,  is  intended  to 
be  discharged,  to  produce  such  manifests,  as  are  heretofore  required, 
in  writing,  to  the  proper  officer  upon  demand  therefor,  or  to  deliver 
such  copies  thereof,  according  to  the  directions  of  the  preceding, 
sections  or  if  he  fails  to  give  an  account  of  the  true  destination  of  the 
vessel,  which  he  is  hereby  required  to  do,  upon  request  of  such  officer, 
or  gives  a  false  account  of  such  destination,  in  order  to  evade  the 
production  of  the  manifests,  the  master  shall  for  every  such  neglect, 
refusal,  or  offense,  be  liable  to  a  penalty  of  not  more  than  five  hundred 
dollars.  If  any  officer  first  coming  on  board,  in  each  case,  shall 
neglect  or  refuse  to  certify  on  the  back  of  such  manifests  the  produc- 
tion thereof,  and  the  delivery  of  such  copies  respectively  as  are  directed 
to  be  delivered  to  such  officer,  such  officer  shall  be  liable  to  a  penalty 
of  five  hundred  dollars.  (R.  S.,  2814.) 

The  officers  who  may  apply  to  the  master  of  any  such  vessel, 
respecting  any  of  the  provisions  in  the  preceding  sections,  and  who 
shall  not  receive  full  satisfaction  therein,  are  hereby  required  to  make 
a  return  in  writing  of  the  name  of  the  vessel  and  master  so  offending, 
in  any  or  all  of  the  particulars  required,  as  soon  as  possible,  to  the 
collector  of  the  district  to  which  such  vessel  shall  be  considered  to 
be  bound.  (R.  S.,  2815.) 

Collectors  and  surveyors,  respectively,  may,  whenever  they 
judge  it  to  be  necessary  for  the  security  of  the  revenue,  put  an  in- 
spector of  the  customs  on  board  any  vessel,  to  accompany  the  same 
until  her  arrival  at  the  first  port  of  entry  or  delivery,  in  the  district 
to  which  such  vessel  may  be  destined.  If  the  master  of  any  vessel 
shall  neglect  or  omit  to  deposit  a  manifest  as  herein  prescribed,  or 
shall  refuse  to  receive  an  inspector  of  the  customs  on  board,  as  the 
case  requires,  he  shall  forfeit  and  pay  five  hundred  dollars,  to  be 
recovered  with  cost  of  suit,  one-half  for  the  use  of  the  officer  with 


38  THE  MEN  ON  DECK 

whom  such  manifest  ought  to  have  been  deposited,  and  the  other 
half  to  the  use  of  the  collector  of  the  district  to  which  such  vessel 
may  be  bound.  If,  however,  the  manifest  shall,  in  either  of  the 
above  cases,  have  been  previously  delivered  to  any  officer  of  the 
customs,  pursuant  to  the  provisions  hereinafter  made  in  that  behalf, 
the  depositing  of  a  manifest  shall  not  be  necessary.  (R.  S.,  2834; 
Mar.  3,  1897;  sec.  15.) 

Entry  of  merchandise  for  different  port  of  destination. 

The  importer,  or  his  agent,  may  enter  merchandise  at  the  port 
of  entry  for  the  collection-district  into  which  it  is  to  be  imported  in 
the  usual  manner;  and  the  collector  shall  grant  a  permit  for  the  land- 
ing thereof,  and  cause  the  duties  to  be  ascertained  as  in  other  cases, 
the  goods  remaining  in  the  custody  of  the  collector  until  reshipped 
for  the  place  of  destination.  The  collector  shall  certify  to  the  sur- 
veyor at  such  place  the  amount  of  such  duties,  which  the  surveyor 
shall  enter  on  the  margin  of  the  bond  given  to  secure  the  same; 
and  the  merchandise  shall  be  delivered  by  the  collector  to  the  agent 
of  the  importer  or  consignee,  duly  authorized  to  receive  the  same, 
for  shipment  to  the  place  of  destination.  (R.  S.,  2826.) 

The  master  or  conductor  of  every  vessel  or  vehicle  in  which  such 
merchandise  shall  be  transported,  shall,  previously  to  departure 
from  the  port  df  entry,  deliver  to  the  collector  duplicate  manifests 
of  such  merchandise,  specifying  the  marks  and  numbers  of  every 
case,  bag,  box,  chest,  or  package,  containing  the  same,  with  the  name 
and  place  of  residence  of  every  importer  or  consignee  of  such  mer- 
chandise, and  the  quantity  shipped  to  each,  to  be  by  him  subscribed, 
and  to  the  truth  of  which  he  shall  swear,  and  that  the  merchandise 
has  been  received  on  board  his  vessel  or  vehicle,  stating  the  name  of 
the  agent  who  shipped  the  same;  and  the  collector  shall  certify  the 
facts,  on  the  manifests,  one  of  which  he  shall  return  to  the  master, 
with  a  permit  thereto  annexed,  authorizing  him  to  proceed  to  the  place 
of  his  destination.  (R.  S.,  2827.) 

If  any  vessel  or  vehicle  having  such  merchandise  on  board  shall 
depart  from  the  port  of  entry  without  having  complied  with  the  pro- 
visions of  the  preceding  section,  the  master  or  conductor  thereof 
shall  be  liable  to  a  penalty  of  five  hundred  dollars.  (R.  S.,  2828.) 


ENTRY  OF  MERCHANDISE  39 

Comparison  of  cargo  and  manifest. 

The  surveyor  at  the  port  of  delivery  shall  cause  the  casks,  bags, 
boxes,  chests,  or  packages,  to  be  inspected,  and  compared  with  the 
manifests,  and  the  same  being  identified  he  shall  grant  a  permit  for 
unloading  the  same,  or  such  part  thereof  as  the  master  or  conductor 
shall  request;  and  when  a  part  only  of  such  merchandise  is  intended 
to  be  landed  the  surveyor  shall  make  an  indorsement  on  the  back 
of  the  manifests,  designating  such  part,  specifying  the  articles  to 
be  landed,  and  shall  return  the  manifests  to  the  master  or  conductor, 
indorsing  thereon  his  permission  to  such  vessel  or  vehicle  to  proceed 
to  the  place  of  its  destination.  (R.  S.,  2830.) 

Illegal  unlading. 

If  after  the  arrival  of  any  vessel  laden  with  merchandise  and  bound 
to  the  United  States,  within  the  limits  of  any  collection-district, 
or  within  four  leagues  of  the  coast,  any  part  of  the  cargo  of  such 
vessel  shall  be  unladen,  for  any  purpose  whatever,  before  such  vessel 
has  come  to  the  proper  place  for  the  discharge  of  her  cargo,  or  some 
part  thereof,  and  has  been  there  duly  authorized  by  the  proper 
officer  of  the  customs  to  unlade  the  same,  the  master  of  such  vessel 
and  the  mate,  or  other  person  next  in  command,  shall  respectively 
be  liable  to  a  penalty  of  one  thousand  dollars  for  each  such  offense, 
and  the  merchandise  so  unladen  shall  be  forfeited,  except  in  case  of 
some  unavoidable  accident,  necessity,  or  distress  of  weather.  In 
case  of  such  unavoidable  accident,  necessity,  or  distress,  the  master 
of  such  vessel  shall  give  notice  to,  and,  together  with  two  or  more 
of  the  officers  or  mariners  on  board  such  vessel,  of  whom  the  mate 
or  other  person  next  in  command  shall  be  one,  shall  make  proof  upon 
oath  before  the  collector,  or  other  chief  officer  of  the  customs  of  the 
district,  within  the  limits  of  which  such  accident,  necessity,  of  dis- 
tress happened,  or  before  the  collector,  or  other  chief  officer  to  the 
collection-district,  within  the  limits  of  which  such  vessel  shall  first 
afterward  arrive,  if  the  accident,  necessity,  or  distress  happened 
not  within  the  limits  of  any  district,  but  within  four  leagues  of  the 
coast  of  the  United  States.  The  collector,  or  other  chief  officer,  is 
hereby  authorized  and  required  to  administer  such  oath.  (R.  S., 
2867.) 

If  any  merchandise,  so  unladen  from  on  board  any  such  vessel, 
shall  be  put  or  received  into  any  other  vessel,  except  in  the  case  of 


40  THE  MEN  ON  DECK 

such  accident,  necessity,  or  distress,  to  be  so  notified  and  proved, 
the  master  of  any  such  vessel  into  which  the  merchandise  shall  be 
so  put  and  received,  and  every  other  person  aiding  and  assisting 
therein,  shall  be  liable  to  a  penalty  of  treble  the  value  of  the  merchan- 
dise, and  the  vessel  in  which  they  shall  be  so  put  shall  be  forfeited. 
(R.  S.,  2868.) 

Special  permit  to  unlade  by  night  and  preliminary  entry. 

Upon  arrival  at  any  port  in  the  United  States  of  any  vessel  or 
other  conveyance  from  a  foreign  port  or  place,  either  directly  or  by 
way  of  another  port  in  the  United  States,  or  upon  such  arrival  from 
another  port  in  the  United  States  of  any  vessel  or  other  conveyance 
belonging  to  a  line  designated  by  the  Secretary  of  the  Treasury 
as  a  common  carrier  of  bonded  merchandise,  and,  after  due  report 
and  entry  of  such  vessel  in  accordance  with  existing  law  or  due 
report,  under  such  regulations  as  the  Secretary  of  the  Treasury  may 
prescribe,  of  the  arrival  of  such  other  conveyances,  the  collector  of ' 
customs,  with  the  concurrence  of  the  naval  officer  at  ports  where 
there  is  a  naval  officer,  shall  grant,  upon  proper  application  therefor, 
a  special  license  to  lade  or  unlade  the  cargo  of  any  such  vessel  or 
other  conveyance  at  night;  that  is  to  say,  between  sunset  and  sun- 
rise. (Sec.  i.) 

The  master  of  any  vessel  from  a  foreign  port  or  place,  upon 
arrival  within  a  customs  collection  district  of  the  United  States, 
bound  to  a  port  of  entry  in  such  district,  may  make  preliminary 
entry  of  the  vessel  by  making  oath  or  affirmation  to  the  truth  of  the 
statements  contained  in  his  original  manifest  and  delivering  his  said 
original  manifest  to  the  customs  officer  who  shall  board  such  vessel 
within  such  district,  with  a  copy  of  said  original  manifest  for  the 
use  of  the  naval  officer  at  ports  where  there  is  a  naval  officer;  where- 
upon, upon  arrival  at  the  wharf  or  place  of  discharge,  the  lading  or 
unlading  of  the  cargo  of  such  vessel  may  proceed,  by  both  day  and 
night,  under  such  regulations  as  the  Secretary  of  the  Treasury  may 
prescribe.  (Sec.  2.) 

Before  any  such  special  license  to  lade  or  unlade  at  night  shall 
be  granted  and  before  any  permit  shall  be  issued  for  the  immediate 
lading  or  unlading  of  any  such  vessel  after  preliminary  entry,  as  here- 
inbefore provided,  either  by  day  or  by  night  the  master,  owner,  agent, 
or  consignee  of  such  vessel  or  other  conveyance  shall  make  proper 


ENTRY  OF  MERCHANDISE  41 

application  therefor  and  shall  at  the  same  time  execute  and  deliver 
to  the  United  States,  through  the  collector  of  customs,  a  good  and 
sufficient  bond,  in  a  penal  sum  to  be  approved  by  the  said  collector, 
conditioned  to  indemnify  and  save  the  United  States  harmless  from 
any  and  all  losses  and  liabilities  which  may  occur  or  be  occasioned 
by  reason  of  the  granting  of  such  special  license  or  the  issuing  or 
granting  of  such  permit  for  immediate  lading  or  unlading;  or  the 
master,  owner,  agent,  consignee,  or  probable  consignee,  as  afore- 
said, may  execute  and  deliver  to  the  United  States,  in  like  manner 
and  form,  a  good  and  sufficient  bond,  in  the  panel  sum  of  fifty 
thousand  dollars,  conditioned  to  indemnify  and  save  the  United 
States  harmless  from  any  and  all  losses  and  liabilities  which  may  occur 
or  be  occasioned  by  reason  of  the  granting  of  such  special  licenses  and 
the  issuing  or  granting  of  such  permits  for  immediate  lading  or 
unlading  by  day  and  night  during  a  period  of  six  months.  (Sec.  3.) 

Such  application  having  been  duly  made  and  the  required  bond 
having  been  duly  executed  and  delivered,  special  license  or  licenses 
to  lade  or  unlade  at  night  after  regular  entry  of  vessels,  and  due 
report  of  other  conveyances,  may  be  granted,  and  a  permit  or  per- 
mits may  be  issued  for  the  immediate  lading  and  unlading,  by  day 
and  night,  of  vessels  admitted  to  preliminary  entry,  or  of  other 
conveyances  of  which  due  report  of  arrival  has  been  made:  Pro- 
vided, That  the  provisions  of  this  Act  shall  extend  and  be  applicable 
to  any  vessels  or  other  conveyances  bound  to  a  port  of  entry  in  the 
United  States  to  be  unladen  at  a  port  of  delivery  or  to  be  unladen 
at  a  place  of  discharge  designated  by  the  Secretary  of  the  Treasury 
under  the  provisions  of  section  twenty-seven  hundred  and  seventy- 
six  of  the  Revised  Statutes  as  amended:  Provided  further.  That  when 
preliminary  entry  of  a  vessel  shall  be  made  by  the  master  as  herein 
provided  he  shall  not  be  relieved  from  making  due  report  and  entry 
of  his  vessel  at  the  custom-house  in  accordance  with  existing  Jaw,  and 
any  liability  of  the  master  or  owner  of  any  such  vessel  to  the  owner 
or  consignee  of  any  merchandise  landed  from  her  shall  not  be  affected 
by  the  granting  of  such  special  license,  but  such  liability  shall  con- 
tinue until  the  merchandise  is  properly  removed  from  the  dock 
whereon  the  same  may  be  landed.  (Sec.  4.) 

The  Secretary  of  the  Treasury  shall  fix  a  reasonable  rate  of  extra 
compensation  for  night  services  of  inspectors,  storekeepers,  weighers 
and  other  customs  officers  and  employees  in  connection  with  the  lad- 


42  THE  MEN  ON  DECK 

ing  or  unlading  of  cargo  at  night,  or  the  lading  at  night  of  cargo  or 
merchandise  for  transportation  in  bond  or  for  exportation  in  bond, 
or  for  the  exportation  with  benefit  of  drawback,  but  such  rate  of  com- 
pensation shall  not  exceed  an  amount  equal  to  double  the  rate  of  com- 
pensation allowed  to  each  such  officer  or  employee  for  like  services 
rendered  by  day,  the  said  extra  compensation  to  be  paid  by  the 
master,  owner,  agent,  or  consignee  of  such  vessel  or  other  convey- 
ance, whenever  such  special  license  or  permit  for  immediate  lading 
or  unlading  or  for  lading  or  unlading  at  night  or  on  Sundays  or  holi- 
days shall  be  granted,  to  the  collector  of  customs,  who  shall  pay  the 
same  to  the  several  customs  officers  and  employees  entitled  thereto 
according  to  the  rates  fixed  therefor  by  the  Secretary  of  the 
Treasury.  Customs  officers  acting  as  boarding  officers,  and  any 
customs  officer  who  may  be  designated  for  that  purpose  by  the  col- 
lector of  customs,  and  hereby  authorized  to  administer  the  oath 
or  affirmation  herein  provided  for,  and  such  boarding  officers  shall 
be  allowed  extra  compensation  for  services  in  boarding  vessels  at 
night  or  on  Sundays  or  holidays — at  the  rate  prescribed  by  the 
Secretary  of  the  Treasury  as  herein  provided,  the  said  extra  compen- 
sation to  be  paid  by  the  master,  owner,  agent,  or  consignee  of  such 
vessels.  (R.  S.,  2871;  June  30,  1906;  Feb.  13,  1911;  sec.  5.) 

Unlading  by  day. 

Except  as  authorized  by  the  preceding  section,  no  merchandise 
brought  in  any  vessel  from  any  foreign  port  shall  be  unladen  or  de- 
livered from  such  vessel  within  the  United  States  but  in  open  day — 
that  is  to  say,  between  the  rising  and  the  setting  of  the  sun — except 
by  special  license  from  the  collector  of  the  port,  and  naval  officer 
of  the  same,  where  there  is  one,  for  that  purpose,  nor  at  any  time 
without  a  permit  from  the  collector,  and  naval  officer,  if  any,  for  such 
unlading  or  delivery.  (R.  S.,  2872.) 

When  the  license  to  unload  between  the  setting  and  rising  of  the 
sun  is  granted  to  a  sailing  vessel  under  this  section,  a  fixed,  uniform, 
and  reasonable  compensation  may  be  allowed  to  the  inspector  or 
inspectors  for  service  between  the  setting  and  rising  of  the  sun, 
under  such  regulations  as  the  Secretary  of  the  Treasury  may  pre* 
scribe,  to  be  received  by  the  collector  from  the  master,  owner,  or 
consignee  of  the  vessel,  and  to  be  paid  by  him  to  the  inspector  or 
inspectors.  (June  26,  1884;  sec.  25.) 


ENTRY  OF  MERCHANDISE  43 

If  any  merchandise  shall  be  unladen  or  delivered  from  any  vessel 
contrary  to  the  preceding  section,  the  master  of  such  vessel,  and  every 
other  person  who  shall  knowingly  be  concerned,  or  aiding  therein, 
or  in  removing,  storing,  or  otherwise  securing  such  merchandise, 
shall  each  be  liable  to  a  penalty  of  four  hundred  dollars  for  each 
offense,  and  shall  be  disabled  from  holding  any  office  of  trust  or  profit 
under  the  United  States,  for  a  term  not  exceeding  seven  years; 
and  the  collector  of  the  district  shall  advertise  the  name  of  such 
person  in  a  newspaper  printed  in  the  State  in  which  he  resides,  within 
twenty  days  after  each  respective  conviction.  (R.  S.,  2873.) 

All  merchandise,  so  unladen  or  delivered  contrary  to  the  pro- 
visions of  section  twenty-eight  hundred  and  seventy-two,  shall  become 
forfeited,  and  may  be  seized  by  any  of  the  officers  of  the  customs; 
and  where  the  value  thereof,  according  to  the  highest  market  price 
of  the  same,  at  the  port  or  district  where  landed,  shall  amount  to 
four  hundred  dollars,  the  vessel,  tackle,  apparel,  and  furniture  shall 
be  subject  to  like  forfeiture  and  seizure.  (R.  S.,  2874.) 

Supervision  of  unlading. 

The  collector  of  any  district  at  which  any  vessel  arrives,  imme- 
diately on  her  first  coming  within  such  district,  or  the  surveyor  of 
any  port  where  such  vessel  is,  may  put  and  keep  on  board  such  vessel, 
while  remaining  within  such  district,  or  in  going  from  one  district 
to  another,  one  or  more  inspectors  to  examine  the  cargo  or  contents 
of  such  vessel,  and  to  superintend  the  delivery  thereof,  or  of  so  much 
thereof  as  shall  be  delivered  within  the  United  States,  and  to  perform 
such  other  duties  according  to  law,  as  they  shall  be  directed  by  the 
collector,  or  surveyor,  to  perform  for  the  better  securing  the  col- 
lection of  the  duties.  Only  collectors  shall  have  power,  however, 
to  put  inspectors  on  board  vessels  to  go  from  one  district  to  another. 
(R.  S.,  2875.) 

The  inspector  shall  make  known  to  the  master  of  such  vessel 
the  duties  he  is  to  perform;  and  shall  suffer  no  merchandise  to  be 
unladen,  or  otherwise  removed  from  such  vessel,  without  a  permit 
in  writing  from  the  collector  of  the  port,  and  naval  officer  thereof, 
if  any.  The  inspector  shall  enter  in  a  book,  to  be  by  him  kept  accord- 
ing to  such  a  form  as  shall  be  prescribed  or  approved  by  the  collec- 
tor, the  name  of  the  person  in  whose  behalf  such  permits  are  granted, 
together  with  the  particulars  therein  specified,  and  the  marks,  num- 


44  THE  MEN  ON  DECK 

bers,  kinds,  and  description  of  the  respective  packages  which  shall 
be  unladen  pursuant  thereto,  and  shall  keep  a  like  account  in  the 
book  of  all  merchandise  which,  not  having  been  entered  within  the 
time  limited  by  this  Title  [R.  S.,  2517-3129],  or  for  some  other  cause, 
has  been  sent  to  the  store  or  warehouse  provided  for  the  reception 
of  such  merchandise;  such  book  shall  be  delivered  to  the  surveyor 
in  the  month  of  January  in  every  year  for  his  inspection,  and  immedi- 
ately after  such  inspection  be  transmitted  by  the  surveyor,  with  such 
observations  as  he  may  think  necessary  thereon,  to  the  collector, 
to  be  deposited  in  his  office.  (R.,  S.  2876.) 

The  inspector  shall  attend  to  the  delivery  of  the  cargo  under  his 
care,  at  all  times  when  the  unlading  or  delivery  of  merchandise  is 
lawful,  particularly  from  the  rising  to  the  setting  of  the  sun  on  each 
day,  Sundays  and  the  fourth  day  of  July  in  each  year  excepted;  for 
which  purpose  he  shall  constantly  attend  and  remain  on  board  the 
vessel,  the  deliveries  from  which  he  is  to  superintend,  or  at  any  other 
station  where  his  inspection  is  necessary.  The  inspector  shall  not 
quit  such  station  or  place  without  the  leave  of  the  surveyor  of  the 
port  first  obtained,  who  shall  appoint  another  inspector,  if  he  deems 
it  necessary,  to  supply  the  place  of  such  inspector  during  his  absence; 
and  any  inspector  who  shall  neglect  or  in  any  manner  act  contrary 
to  the  duties  hereby  enjoined,  shall  for  the  first  offense  be  liable  to 
a  penalty  of  the  sum  of  fifty  dollars,  and  for  the  second  offense  shall 
be  displaced,  and  be  incapable  of  holding  any  station  of  trust  or  profit 
under  the  revenue  laws  of  the  United  States,  for  a  term  not  exceeding 
seven  years.  (R.  S.,  2877.) 

No  inspector  shall  perform  any  other  duties  or  service  on  board 
any  vessel,  the  superintendence  of  which  is  committed  to  him  for 
any  person  whatever,  other  than  what  is  required  by  this  Title  [R.  S., 
2517-3129],  under  the  penalty  of  being  disabled  from  acting  any 
longer  as  an  inspector  of  the  customs;  the  wages  or  compensation 
of  such  inspector  as  may  proceed  from  one  district  to  another,  shall 
be  defrayed  by  the  master  of  the  vessel  committed  to  his  care;  every 
inspector  or  other  officer  of  the  revenue,  while  performing  any  duty 
on  board  any  vessel,  not  in  a  port  of  the  United  States,  discharging 
her  cargo,  shall  be  entitled  to  receive  from  the  master  of  such  vessel 
such  provisions  and  accommodations  as  are  usually  supplied  to 
passengers,  or  as  the  state  and  condition  of  such  vessel  will  admit, 
on  receiving  therefor  fifty  cents  a  day;  and  any  master  of  any  vessel 


ENTRY  OF  MERCHANDISE  45 

who  shall  refuse  such  provisions  and  reasonable  accommodations 
shall  be  liable  to  a  penalty  of  one  hundred  dollars.     (R.  S.,  2878.) 

If,  by  reason  of  the  delivery  of  the  cargo  in  several  districts, 
more  than  the  term  allowed  by  law  shall  in  the  whole  be  spent  therein, 
the  wages  or  compensation  of  the  inspector  who  may  be  employed 
on  board  of  any  vessel,  in  respect  to  which  such  term  may  be  so  ex- 
ceeded, shall,  for  every  day  of  such  excess,  be  paid  by  the  master  or 
owner;  and  the  inspector  shall,  previously  to  the  clearance  of  the 
vessel,  render  an  exact  account  to  the  collector  of  all  such  compen- 
sation as  has  been  paid,  or  is  due  and  payable  by  the  master  or  owner. 
(R.  S.,  2879.) 

The  inspector  who  may  be  put  on  board  of  any  vessel  shall  secure, 
after  sunset  in  each  evening,  or  previous  to  his  quitting  the  vessel, 
the  hatches  and  other  communications  with  the  hold  of  such  vessel, 
or  any  other  part  thereof  he  may  judge  necessary,  with  locks  or  other 
proper  fastenings,  which  locks  or  other  fastenings  shall  not  be 
opened,  broken,  or  removed  until  the  morning  following,  or  after 
the  rising  of  the  sun,  and  in  the  presence  of  the  inspector  by  whom 
the  same  were  affixed,  except  by  special  license  from  the  collector 
of  the  port,  and  the  naval  officer,  if  any,  first  obtained.  If  the 
locks  or  other  fastenings,  or  any  of  them,  are  broken  or  removed 
contrary  to  this  section,  or,  if  any  merchandise  or  packages  are 
clandestinely  landed,  notice  thereof  shall  be  immediately  given  by 
the  inspector  to  the  collector  and  naval  officer,  if  any,  of  the  port 
where  the  vessel  may  be;  and  the  master  of  such  vessel  shall,  for  each 
or  every  such  offense,  be  liable  to  a  penalty  of  five  hundred  dollars. 
(R.,  S,  3070.) 

Merchandise  shall  not  be  entered  or  delivered  from  customs 
custody  elsewhere  than  at  one  of  the  ports  of  entry  hereinbefore  desig- 
nated, except  at  the  expense  of  the  parties  in  interest,  upon  express 
authority  from  the  Secretary  of  the  Treasury  and  under  conditions 
to  be  prescribed  by  him.  When  it  shall  be  made  to  appear  to  the 
Secretary  of  the  Treasury  that  the  interests  of  commerce  or  the 
protection  of  the  revenues  so  require,  he  may  cause  to  be  stationed 
at  places  in  the  various  collection  districts,  though  not  named  as  ports 
of  entry,  officers  or  employees  of  the  customs  with  authority  to 
enter  and  clear  vessels,  to  accept  entries  of  merchandise,  to  collect 
duties,  and  to  enforce  the  various  provisions  of  the  customs  and 


46  THE  MEN  ON  DECK 

navigation  laws.    (See  Appendix  A.)    (Executive  order;  Mar.  3, 


Limit  of  time  for  unlading. 

Whenever  any  merchandise  shall  be  imported  into  any  port  of 
the  United  States  from  any  foreign  port,  in  any  vessel,  at  the  expira- 
tion of  ten  working  days  if  the  vessel  is  less  than  five  hundred  tons 
register,  and  within  fifteen  working  days  if  it  is  of  five  hundred  tons 
register  and  less  than  one  thousand,  and  within  twenty  working 
days  if  it  is  of  one  thousand  tons  register  and  less  than  fifteen  hundred, 
and  within  twenty-five  working  days  if  it  is  of  fifteen  hundred  tons 
register  and  upward,  not  including  legal  holidays  and  days  when  the 
condition  of  the  weather  prevents  the  unlading  of  the  vessel  with 
safety  to  its  cargo,  after  the  time  within  which  the  report  of  the 
master  of  any  vessel  is  required  to  be  made  to  the  collector  of  the 
district,  if  there  is  found  any  merchandise  other  than  has  been  re- 
ported for  some  other  district  or  some  foreign  port,  the  collector  shall 
take  possession  thereof;  but  with  the  consent  of  the  owner  or  con- 
signee of  any  merchandise,  or  with  the  consent  of  the  owner  or 
master  of  the  vessel  in  which  the  same  may  be  imported,  the  mer- 
chandise may  be  taken  possession  of  by  the  collector  after  one  day's 
notice  to  the  collector  of  the  district.  All  merchandise  so  taken 
shall  be  delivered  pursuant  to  the  order  of  the  collector  of  the  dis- 
trict, for  which  a  certificate  or  receipt  shall  be  granted.  (R.  S.,  2880; 
May  9,  1896.) 

The  limitation  of  time  for  unlading,  prescribed  by  the  preceding 
section,  shall  not  extend  to  vessels  laden  exclusively  with  coal,  salt, 
sugar,  hides,  dyewoods,  wool,  or  jute  butts,  consigned  to  one  con- 
signee, arriving  at  a  port  for  orders;  but  if  the  master  of  any  such 
vessel  requires  a  longer  time  to  discharge  her  cargo,  the  wages  or 
compensation  of  the  inspector,  for  every  day's  attendance  exceeding 
the  number  of  days  allowed  by  law,  shall  be  paid  by  the  master  or 
owner;  and  thereupon  the  collector  is  hereby  authorized  and  required 
to  allow  such  longer  time,  not  exceeding  fifteen  days.  (R.  S.,  2881  ; 
June  3,  1892;  sec.  2.) 

All  merchandise  of  which  the  collector  shall  take  possession  under 
the  provisions  relating  to  the  time  for  the  discharge  of  a  vessel's 
cargo  shall  be  kept  with  due  and  reasonable  care  at  the  charge  and 
risk  of  the  owner.  (R.  S.,  2969.) 


ENTRY  OF  MERCHANDISE  47 

Post  entry. 

If  any  package  whatever  which  has  been  so  reported  is  wanting, 
and  not  found  on  board  such  vessel,  or  if  the  merchandise  on  board 
such  vessel  does  not  otherwise  agree  with  the  report  or  manifest 
delivered  by  the  master  of  any  such  vessel,  in  every  such  case  the 
master  shall  be  liable  to  a  penalty  of  five  hundred  dollars;  except 
that  if  it  is  made  to  appear  to  the  satisfaction  of  the  collector,  naval 
officer,  and  surveyor,  or  to  the  major  part  of  them  where  those  officers 
are  established  at  any  port,  or  to  the  satisfaction  of  the  collector 
alone  where  neither  of  the  others  is  established,  or  in  case  of  trial 
for  the  penalty,  to  the  satisfaction  of  the  court,  that  no  part  what- 
ever of  merchandise  of  such  vessel  has  been  unshipped,  landed, 
or  unladen  since  it  was  taken  on  board,  except  as  specified  in  the 
report  or  manifest,  and  pursuant  to  permits,  or  that  the  disagree- 
ment is  by  accident  or  mistake,  in  such  case  the  penalty  shall  not  be 
inflicted.  But  in  all  such  cases  the  master  of  any  vessel  shall  be 
required  and  shall  make  a  post  entry  or  addition  to  the  report  or 
manifest  by  him  delivered  of  any  and  all  merchandise  omitted  to 
be  included  and  reported  in  such  manifest;  and  it  shall  not  be  lawful 
to  grant  a  permit  to  unlade  any  such  merchandise  so  omitted  before 
such  post  entry  or  addition  to  such  report  or  manifest  has  been 
made.  (R.  S.,  2887.) 

Returns  of  unlading  of  cargo. 

When  the  delivery  of  merchandise  from  on  board  of  any  vessel 
is  completed,  copies  of  the  accounts  or  entries  which  have  been  kept 
or  made  thereof,  by  the  officer  charged  with  the  deliveries,  shall  be 
returned  to  the  collector  of  the  district,  and  the  naval  officer,  if  any, 
within  three  days  after  such  delivery  has  been  completed,  if  at  the 
port  where  such  officer  resides,  and  if  at  any  other  port  as  soon  as  the 
nature  of  the  case  will  admit,  not  exceeding  fifteen  days.  The 
accounts  or  entries  to  be  so  returned  shall  comprise  all  deliveries 
made  pursuant  to  permits,  and  all  packages  or  merchandise  sent  to 
the  public  stores;  also  each  and  every  package  remaining  on  board 
of  such  vessel  for  the  purpose  of  being  exported  therein  to  a  foreign 
port,  or  to  some  other  district  of  the  United  States.  (R.  S.,  2888.) 

Such  returns  shall  be  signed  by  the  inspectors  respectively  under 
whose  superintendence  the  deliveries  have  been  made;  and,  after 


48  THE  MEN  ON  DECK 

examination,  and  on  being  found  correct,  shall  be  countersigned  or 
certified  by  the  surveyor  of  the  port,  if  any,  at  the  port  where  the 
deliveries  have  been  made.  The  returns  shall  be  transmitted  by 
him  to  the  naval  officer,  if  any;  who  shall  compare  the  same  with  the 
manifests  and  entries  in  his  possession;  and  if  any  difference  appears, 
the  particulars  thereof  shall  be  noted  by  indorsement  on  the  returns; 
and  if  no  difference  appears,  it  shall  be  so  noted  by  like  indorse- 
ments. The  naval  officer  shall  transmit  the  returns  to  the  collector 
of  the  district;  and  on  being  returned  to  the  collector,  shall  be  by 
him  compared  with  the  manifests  and  entries  of  the  merchandise, 
which  have  been  made  by  the  owner,  consignee,  or  his  factor  or  agent; 
and  if  any  difference  appears,  the  same  shall  be  noted  by  indorse- 
ment on  such  manifests,  specifying  the  particulars  thereof;  and  if 
no  difference  appears,  it  shall  be  noted  by  like  indorsement,  that 
the  delivery  corresponds  with  the  entry  or  entries  thereof.  The 
indorsement  or  memorandum  shall,  in  each  case,  be  subscribed  by 
the  officer  by  whom  the  comparison  was  made.  (R.  S.,  2889.) 

Vessels  in  distress. 

If  any  vessel  from  any  foreign  port,  compelled  by  distress  of 
weather,  or  other  necessity,  shall  put  into  any  port  of  the  United 
States,  not  being  destined  for  the  same,  the  master,  together  with  the 
mate  or  person  next  in  command,  may,  within  twenty-four  hours 
after  her  arrival,  make  protest  in  the  usual  form  upon  oath,  before  a 
notary  public  or  other  person  duly  authorized,  or  before  the  col- 
lector of  the  district  where  the  vessel  arrives,  setting  forth  the  cause 
or  circumstances  of  such  distress  or  necessity.  Such  protest,  if  not 
made  before  the  collector,  shall  be  produced  to  him,  and  to  the  naval 
officer,  if  any,  and  a  copy  thereof  lodged  with  him  or  them.  The 
master  shall  also,  within  forty-eight  hours  after  such  arrival,  make 
report  in  writing  to  the  collector,  of  the  vessel  and  her  cargo,  as  is 
directed  hereby  to  be  done  in  other  cases.  And  if  it  appear  to  the 
collector,  by  the  certificate  of  the  wardens  of  the  port,  or  other 
officers  usually  charged  with,  and  accustomed  to  ascertain  the  con- 
dition of  vessels  arriving  in  distress,  if  any,  or  by  the  certificate  of 
two  reputable  merchants,  to  be  named  for  that  purpose  by  the  col- 
lector, if  there  are  no  such  wardens,  or  other  officers  duly  qualified, 
that  there  is  a  necessity  for  unlading  the  vessel,  the  collector  and  naval 
officer,  if  any,  shall  grant  a  permit  for  that  purpose,  and  shall  appoint 
an  inspector  to  oversee  such  unlading,  who  shall  keep  an  account 


ENTRY  OF  MERCHANDISE  49 

of  the  same,  to  be  compared  with  the  report  made  by  the  master  of 
the  vessel.    (R.  S.,  2891.) 

All  merchandise  so  unladen  from  any  vessel  arriving  in  distress 
shall  be  stored  under  the  direction  of  the  collector,  who,  upon  request 
of  the  master  of  such  vessel,  or  of  the  owner  thereof,  shall,  together 
with  the  naval  officer,  where  there  is  one,  and  alone  where  there  is 
none,  grant  permission  to  dispose  of  such  part  of  the  cargo  as  may  be 
of  a  perishable  nature,  if  any  there  be,  or  as  may  be  necessary  to 
defray  the  expenses  attending  such  vessel  and  her  cargo.  But 
entry  shall  be  made  therefor,  and  the  duties  paid.  (R.  S.,  2892.) 

In  case  the  delivery  of  the  cargo  does  not  agree  with  the  report 
thereof,  made  by  the  master  of  such  vessel  so  arriving  in  distress, 
and  if  the  difference  or  disagreement  is  not  satisfactorily  accounted 
for  in  manner  prescribed  by  this  Title  [R.  S.,  2517-3129],  the  master 
of  such  vessel  shall  be  liable  to  such  penalties  as  in  other  like  cases 
are  prescribed.  (R.  S.,  2893.) 

The  merchandise,  or  the  remainder  thereof,  which  shall  not  be 
disposed  of,  may  be  reladen  on  board  the  vessel  so  arriving  in  dis- 
tress, under  the  inspection  of  the  officer  who  superintended  the  land- 
ing thereof,  or  other  proper  person;  and  the  vessel  may  proceed  with 
the  same  to  the  place  of  her  destination,  free  from  any  other  charge 
than  for  the  storing  and  safe-keeping  of  the  merchandise,  and  fees 
to  the  officers  of  the  customs  as  in  other  cases.  (R.  S.,  2894.) 

Obstruction  by  ice. 

When  a  vessel  is  prevented  by  ice  from  getting  to  the  port  or 
place  at  which  her  cargo  is  intended  to  be  delivered,  the  collector  of 
the  district  in  which  such  vessel  may  be  obstructed  may  receive  the 
report  and  entry  of  such  vessel,  and,  with  the  consent  of  the  naval 
officer,  where  there  is  one,  grant  permits  for  unlading  or  landing  the 
merchandise  imported  in  such  vessel,  at  any  place  within  his  district, 
most  convenient  and  proper.  The  report  and  entry  of  such  vessel,  and 
her  cargo,  or  any  part  thereof,  and  all  persons  concerned  therein, 
shall  be  subject  to  the  same  regulations  and  penalties  as  if  the  vessel 
had  arrived  at  the  port  of  her  destination,  and  had  there  proceeded 
to  the  delivery  of  her  cargo.  (R.  S.,  2896.) 

Salvage  of  merchandise. 

All  merchandise  imported  into  the  United  States  shall,  for  the 


50  THE  MEN  ON  DECK 

purpose  of  this  title  [R.  S.,  2517-3129]  be  deemed  and  held  to  be  the 
property  of  the  person  to  whom  the  merchandise  may  be  consigned; 
but  the  holder  of  any  bill  of  lading  consigned  to  order  and  endorsed 
by  the  consignor  shall  be  deemed  the  consignee  thereof. 

And  in  case  of  the  abandonment  of  any  merchandise  to  the 
underwriters,  the  latter  may  be  recognized  as  the  consignee,  and  under 
such  regulations  as  the  Secretary  of  the  Treasury  may  prescribe,  mer- 
chandise saved  from  a  vessel  wrecked  or  abandoned  at  sea,  or  on  or 
along  the  coasts  of  the  United  States  and  promptly  brought  into  a 
port  of  the  United  States  by  or  in  possession  of  the  salvors  of  the 
same,  can,  for  the  purpose  of  its  title,  be  regarded  as  the  property 
of  such  salvors,  and  the  valuation  thereof  and  payment  of  duties 
thereon  can  be  made  accordingly  and  with  due  reference  to  the  con- 
dition of  said  merchandise  as  thus  saved  and  the  necessities  of  the 
case: 

Provided,  however,  That  such  bringing  in  by  salvors  shall  be  in 
good  faith  and  without  intent  to  evade  the  just  payment  of  duty: 

And  provided  further.  That  nothing  herein  contained  shall  be  so 
construed  as  to  prejudice  in  any  other  respect  the  rights  of  property, 
or  of  or  through  abandonment  or  allowance  of  the  owner  or  any 
other  person  interested  in  said  merchandise.  (R.  S.,  3058;  Feb. 
23,  1887.) 

Fradulent  importation  of  merchandise. 

If  any  person  shall  fraudulently  or  knowingly  import  or  bring 
into  the  United  States,  or  assist  in  so  doing  any  merchandise,  con- 
trary to  law,  or  shall  receive,  conceal,  buy,  sell,  or  in  any  manner 
facilitate  the  transportation,  concealment,  or  sale  of  such  merchandise 
after  importation,  knowing  the  same  to  have  been  imported  contrary 
to  law,  such  merchandise  shall  be  forfeited  and  the  offender  shall  be 
fined  in  any  sum  not  exceeding  five  thousand  dollars  nor  less  than 
fifty  dollars,  or  be  imprisoned  for  any  time  not  exceeding  two  years, 
or  both.  Whenever,  on  trial  for  a  violation  of  this  section,  the 
defendant  is  shown  to  have  or  to  have  had  possession  of  such  goods, 
such  possession  shall  be  deemed  evidence  sufficient  to  authorize 
conviction,  unless  the  defendant  shall  explain  the  possession  to  the 
satisfaction  of  the  jury.  (R.  S.,  3082.) 

Bribery  and  solicitation  of  bribes. 

Any  person  who  shall  give,  or  offer  to  give  or  promise  to  give 


ENTRY  OF  MERCHANDISE  51 

any  money  or  thing  of  value,  directly  or  indirectly,  to  any  officer 
or  employee  of  the  United  States  in  consideration  of  or  for  any  act 
or  omission  contrary  to  law  in  connection  with  or  pertaining  to  the 
importation,  appraisement,  entry,  examination,  or  inspection  of 
goods,  wares,  or  merchandise,  including  herein  any  baggage,  or 
of  the  liquidation  of  the  entry  thereof,  or  shall  by  threats  or  demands, 
or  promises  of  any  character  attempt  to  improperly  influence  or 
control  any  such  officer  or  employee  of  the  United  States  as  to  the 
performance  of  his  official  duties  shall,  on  conviction  thereof,  be  fined 
not  exceeding  two  thousand  dollars,  or  be  imprisoned  at  hard  labor 
not  more  than  one  year,  or  both,  in  the  discretion  of  the  court; 
and  evidence  of  suph  giving,  or  offering,  or  promising  to  give,  satis- 
factory to  the  court  in  which  such  trial  is  had,  shall  be  regarded  as 
prima  facie  evidence  that  such  giving  or  offering  or  promising  was 
contrary  to  law,  and  shall  put  upon  the  accused  the  burden  of  proving 
that  such  act  was  innocent,  and  not  done  with  an  unlawful  intention. 
(June  10,  1890;  sec.  26;  Oct.  3,  1913,  sec.  Ill,  AA.) 

Any  officer  or  employee  of  the  United  States  who  shall,  excepting 
for  lawful  duties  or  fees,  solicit,  demand,  exact  or  receive  from  any 
person,  directly  or  indirectly,  any  money  or  thing  of  value,  in  connec- 
tion with  or  pertaining  to  the  importation,  appraisement,  entry, 
examination,  or  inspection  of  goods,  wares,  or  merchandise,  includ- 
ing herein  any  baggage,  or  liquidation  of  the  entry  thereof,  on  con- 
viction thereof,  shall  be  fined  not  exceeding  five  thousand  dollars,  or 
be  imprisoned  at  hard  labor  not  more  than  two  years,  or  both,  in  the 
discretion  of  the  court.  And  evidence  of  such  soliciting,  demanding, 
exacting,  or  receiving,  satisfactory  to  the  court  in  which  such  trial 
is  had,  shall  be  regarded  as  prima  facie  evidence  that  such  soliciting, 
demanding,  exacting,  or  receiving  was  contrary  to  law,  and  shall  put 
upon  the  accused  the  burden  of  proving  that  such  act  was  innocent 
and  not  with  an  unlawful  intention.  (June  10,  1890;  sec.  27;  Oct. 
3,1913;  sec.  Ill,  BB.) 

Liens  for  freight  or  general  average. 

Whenever  the  collector  of  the  port  of  entry  of  the  vessel,  or  other 
proper  officer  of  the  customs,  shall  be  duly  notified  in  writing  of  the 
existence  of  a  lien  for  freight,  charges,  or  contribution  in  general 
average  upon  imported  goods,  wares,  or  merchandise  in  his  custody, 
he  shall,  before  delivering  such  goods,  wares,  or  merchandise  to  the 


52  THE  MEN  ON  DECK 

importer,  owner,  or  consignee  thereof  for  consumption,  or  to  any 
vessel  or  vehicle  for  transportation  or  exportation,  give  seasonable 
notice  to  the  party  or  parties  claiming  the  lien;  and  the  possession 
by  the  officers  of  customs  shall  not  affect  the  discharge  of  such  Hen, 
under  such  regulations  as  the  Secretary  of  the  Treasury  may  pre- 
scribe; and  such  officer  shall  refuse  the  delivery  of  such  merchandise 
from  any  public  or  bonded  warehouse  or  other  place  in  which  the 
same  shall  be  deposited  until  proof  to  his  satisfaction  shall  be  pro- 
duced that  the  freight,  charges,  or  contribution  in  general  average 
thereon  has  been  paid  or  secured;  but  the  rights  of  the  United  States 
shall  not  be  prejudiced  thereby,  nor  shall  the  United  States  or  its 
officers  be  in  any  manner  liable  for  losses  consequent  upon  such  refusal 
to  deliver.  If  merchandise  so  subject  to  a  lien,  regarding  which  notice 
has  been  filed,  shall  be  forfeited  to  the  United  States  and  sold,  the 
freight,  charges,  or  contribution  in  general  average  due  thereon 
shall  be  paid  from  the  proceeds  of  such  sale  in  the  same  manner  as 
other  charges  and  expenses  authorized  by  law  to  be  paid  there- 
from are  paid.  (R.  S.,  2981;  May  21,  1896.) 


CHAPTER  V 
LIABILITY  OF  OWNERS,  MASTERS,  AND  SHIPPERS 

Liability  of  Owners,  Masters  and  Shippers. 

If  any  shipper  of  platina,  gold,  gold  dust,  silver,  bullion,  or  other 
precious  metals,  coins,  jewelry,  bills  of  any  bank  or  public  body, 
diamonds,  or  other  precious  stones,  or  any  gold  or  silver  in  a  manu- 
factured or  unmanufactured  state,  watches,  clocks,  or  time  pieces 
of  any  description,  trinkets,  orders,  notes,  or  securities  for  payment 
of  money,  stamps,  maps,  writings,  title-deeds,  printings,  engravings, 
pictures,  gold  or  silver  plate  or  plated  articles,  glass,  china,  silks  in 
a  manufactured  or  unmanufactured  state,  and  whether  wrought  up 
or  not  wrought  up  with  any  other  material,  furs,  or  lace,  or  any  of 
them,  contained  in  any  parcel,  or  package,  or  trunk,  shall  lade  the 
same  as  freight  or  baggage,  on  any  vessel,  without  at  the  time  of 
such  lading  giving  to  the  master,  clerk,  agent,  or  owner  of  such 
vessel  receiving  the  same  a  written  notice  of  the  true  character  and 
value  thereof,  and  having  the  same  entered  on  the  bill  of  lading 
therefor,  the  master  and  owner  of  such  vessel  shall  not  be  liable  as 
carriers  thereof  in  any  form  or  manner;  nor  shall  any  such  master  or 
owner  be  liable  for  any  such  goods  beyond  the  value  and  according  to 
the  character  thereof  so  notified  and  entered.  (R.  S.,  4281.) 

No  owner  of  any  vessel  shall  be  liable  to  answer  for  or  make  good 
to  any  person  any  loss  or  damage  which  may  happen  to  any  merchan- 
dise whatsoever,  which  shall  be  shipped,  taken  in,  or  put  on  board 
any  such  vessel,  by  reason  or  by  means  of  any  fire  happening  to  or  on 
board  the  vessel,  unless  such  fire  is  caused  by  the  design  or  neglect 
of  such  owner.  (R.  S.,  4282.) 

The  liability  of  the  owner  of  any  vessel,  for  any  embezzlement,  loss, 
or  destruction,  by  any  person,  of  any  property,  goods,  or  merchandise, 
shipped  or  put  on  board  of  such  vessel,  or  for  any  loss,  damage, 
or  injury  by  collision,  or  for  any  act,  matter,  or  thing,  lost,  damage, 

53 


54  THE  MEN  ON  DECK 

or  forfeiture,  done,  occasioned,  or  incurred,  without  the  privity  or 
knowledge  of  such  owner  or  owners,  shall  in  no  case  exceed  the  amount 
or  value  of  the  interest  of  such  owner  in  such  vessel,  and  her  freight 
then  pending.  (R.  S.,  4283.) 

Whenever  any  such  embezzlement,  loss,  or  destruction  is  suf- 
fered by  several  freighters  or  owners  of  goods,  wares,  merchandise, 
or  any  property  whatever,  on  the  same  voyage,  and  the  whole  value 
of  the  vessel,  and  her  freight  for  the  voyage,  is  not  sufficient  to  make 
compensation  to  each  of  them,  they  shall  receive  compensation  from 
the  owner  of  the  vessel,  in  proportion  to  their  respective  losses;  and 
for  that  purpose  the  freighters  and  owners  of  the  property,  and  the 
owner  of  the  vessel,  or  any  of  them,  may  take  the  appropriate  pro- 
ceedings in  any  court,  for  the  purpose  of  apportioning  the  sum  for 
which  the  owner  of  the  vessel  may  be  liable  among  the  parties  entitled 
thereto.  (R.  S.,  4284.) 

It  shall  be  deemed  a  sufficient  compliance  on  the  part  of  such 
owner  with  the  requirements  of  this  Title  [R.  S.,  4131-4305]  relating 
to  his  liability  for  any  embezzlement,  loss,  or  destruction  of  any 
property,  goods,  or  merchandise,  if  he  shall  transfer  his  interest  in 
such  vessel  and  freight,  for  the  benefit  of  such  claimants,  to  a  trustee, 
to  be  appointed  by  any  court  of  competent  jurisdiction,  to  act  as  such 
trustee  for  the  person  who  may  prove  to  be  legally  entitled  thereto; 
from  and  after  which  transfer  all  claims  and  proceedings  against  the 
owner  shall  cease.  (R.  S.,  4285.) 

The  charterer  of  any  vessel,  in  case  he  shall  man,  victual,  and 
navigate  such  vessel  at  his  own  expense,  or  by  his  own  procurement, 
shall  be  deemed  the  owner  of  such  vessel  within  the  meaning  of  the 
provisions  of  this  Title  [R.  S.,  4131-4305]  relating  to  the  limitation 
of  the  liability  of  the  owners  of  vessels;  and  such  vessel,  when  so 
chartered,  shall  be  liable  in  the  same  manner  as  if  navigated  by  the 
owner  thereof.  (R.  S.,  4286.) 

Nothing  in  the  five  preceding  sections  shall  be  construed  to  take 
away  or  affect  the  remedy  to  which  any  party  may  be  entitled,  against 
the  master,  officers,  or  seamen,  for  or  on  account  of  any  embezzle- 
ment, injury,  loss,  or  destruction  of  merchandise,  or  property,  put  on 
board  any  vessel,  or  on  account  of  any  negligence,  fraud,  or  other 
malversation  of  such  master,  officers,  or  seamen,  respectively,  nor 


LIABILITY  OF  OWNERS,  MASTERS,  SHIPPERS  55 

to  lessen  or  take  away  any  responsibility  to  which  any  master  or 
seaman  of  any  vessel  may  by  law  be  liable,  notwithstanding  such 
master  or  seaman  may  be  an  owner  or  part  owner  of  the  vessel. 
(R.S.,4287.) 

Any  person  shipping  oil  of  vitrol,  unslaked  lime,  inflammable 
matches,  or  gunpowder,  in  a  vessel  taking  cargo  for  divers  persons 
on  freight,  without  delivering,  at  the  time  of  shipment,  a  note  in 
writing,  expressing  the  nature  and  character  of  such  merchandise, 
to  the  master,  mate,  officer,  or  person  in  charge  of  the  lading  of  the 
vessel,  shall  be  liable  to  the  United  States  in  a  penalty  of  one  thousand 
dollars.  (R.  S.,  4288;  June,  19,  1886;  sec.  4.) 

The  individual  liability  of  a  ship-owner  shall  be  limited  to  the 
proportion  of  any  or  all  debts  and  liabilities  that  his  individual  share 
of  the  vessel  bears  to  the  whole;  and  the  aggregate  liabilities  of  all 
the  owners  of  a  vessel  on  account  of  the  same  shall  not  exceed  the 
value  of  such  vessel  and  freight  pending:  Provided,  That  this  pro- 
vision shall  not  affect  the  liability  of  any  owner  incurred  previous 
to  the  passage  of  this  act,  nor  prevent  any  claimant  from  joining  all 
the  owners  in  one  action;  nor  shall  the  same  apply  to  wages  due  to 
persons  employed  by  said  ship-owners.  (June  26,  1884;  sec.  18.) 

The  provisions  of  the  seven  preceding  sections,  and  of  section 
eighteen  of  an  act  entitled  "  An  act  to  remove  certain  burdens  on  the 
American  merchant  marine  and  encourage  the  American  foreign 
carrying-trade,  and  for  other  purposes,"  approved  June  twenty-sixth, 
eighteen  hundred  and  eighty-four,  relating  to  the  limitations  of  the 
liability  of  the  owners  of  vessels,  shall  apply  to  all  sea-going  vessels, 
and  also  to  all  vessels  used  on  lakes  or  rivers  or  hi  inland  naviga- 
tion, including  canal-boats,  barges,  and  lighters.  (R.  S.,  4289; 
June  19,  1886;  sec.  4.) 

Act  of  February  13,  1893  (Harter  Act). 

It  shall  not  be  lawful  for  the  manager,  agent,  master  or  owner 
of  any  vessel  transporting  merchandise  or  property  from  or  between 
ports  of  the  United  States  and  foreign  ports  to  insert  in  any  bill  of 
lading  or  shipping  document  any  clause,  covenant,  or  agreement 
whereby  it,  he,  or  they  shall  be  relieved  from  liability  for  loss  or 
damage  arising  from  negligence,  fault,  or  failure  in  proper  loading, 
stowage,  custody,  care,  or  proper  delivery  of  any  and  all  lawful 


56  THE  MEN  ON  DECK 

merchandise  or  property  committed  to  its  or  their  charge.  Any 
and  all  words  or  clauses  of  such  import  inserted  in  bills  of  lading  or 
shipping  receipts  shall  be  null  and  void  and  of  no  effect.  (Sec.  i.) 

It  shall  not  be  lawful  for  any  vessel  transporting  merchandise 
or  property  from  or  between  ports  of  the  United  States  of  America 
and  foreign  ports,  her  owner,  master,  agent  or  manager  to  insert  in 
any  bill  of  lading  or  shipping  document  any  covenant  or  agreement 
whereby  the  obligations  of  the  owner  or  owners  of  said  vessel  to 
exercise  due  diligence,  properly  equip,  man,  provision,  and  outfit 
said  vessel,  and  to  make  said  vessel  seaworthy  and  capable  of  per- 
forming her  intended  voyage,  or  whereby  the  obligations  of  the  mas- 
ter, officers,  agents,  or  servants  to  carefully  handle  and  stow  her 
cargo  and  to  care  for  and  properly  deliver  same,  shall  in  any  wise 
be  lessened,  weakened,  or  avoided.  (Sec.  2.) 

If  the  owner  of  any  vessel  transporting  merchandise  or  property 
to  or  from  any  port  in  the  United  States  of  America  shall  exercise 
due  diligence  to  make  the  said  vessel  in  all  respects  seaworthy  and 
properly  manned,  equipped,  and  supplied,  neither  the  vessel,  or 
owners,  agent,  or  charterers  shall  become  or  be  held  responsible 
for  damage  or  loss  resulting  from  faults  or  errors  in  navigation  or 
in  the  management  of  said  vessel,  nor  shall  the  vessel,  her  owner  or 
owners,  charterers,  agent,  or  master,  be  held  liable  for  losses  arising 
from  dangers  of  the  sea  or  other  navigable  waters,  acts  of  God,  or 
public  enemies,  or  the  inherent  defect,  quality,  or  vice  of  the  thing 
carried,  or  from  insufficiency  of  package,  or  seizure  under  legal  proc- 
ess, or  for  loss  resulting  from  any  act  or  omission  of  the  shipper  or 
owner  of  the  goods,  his  agent  or  representative,  or  from  saving  or 
attempting  to  save  life  or  property  at  sea,  or  from  any  deviation  in 
rendering  such  service.  (Sec.  3.) 

It  shall  be  the  duty  of  the  owner  or  owners,  masters,  or  agent 
of  any  vessel  transporting  merchandise  or  property  from  or  between 
ports  of  the  United  States  and  foreign  ports  to  issue  to  shippers  of 
any  lawful  merchandise  a  bill  of  lading,  or  shipping  document,  stat- 
ing, among  other  things,  the  marks  necessary  for  identification, 
number  of  packages,  or  quantity,  stating  whether  it  be  carrier's  or 
shipper's  weight,  and  apparent  order  or  condition  of  such  merchan- 
dise or  property  delivered  to  and  received  by  the  owner,  master,  or 
agent  of  the  vessel  for  transportation,  and  such  document  shall  be 


LIABILITY  OF  OWNERS,  MASTERS,  SHIPPERS          57 

prima  facie  evidence  of  the  receipt  of  the  merchandise  therein  de- 
scribed.   (Sec.  4.) 

For  a  violation  of  any  of  the  provisions  of  this  act  the  agent, 
owner,  or  master  of  the  vessel  guilty  of  such  violation,  and  who  refuses 
to  issue  on  demand  the  bill  of  lading  herein  provided  for,  shall  be 
liable  to  a  fine  not  exceeding  two  thousand  dollars.  The  amount 
of  the  fine  and  costs  for  such  violation  shall  be  a  lien  upon  the  vessel, 
whose  agent,  owner,  or  master  is  guilty  of  such  violation,  and  such 
vessel  may  be  libeled  therefor  in  any  district  court  of  the  United 
States,  within  whose  jurisdiction  the  vessel  may  be  found.  One- 
half  of  such  penalty  shall  go  to  the  party  injured  by  such  violation 
and  the  remainder  to  the  Government  of  the  United  States. 
(Sec.  5.) 

This  act  shall  not  be  held  to  modify  or  repeal  sections  forty-two 
hundred  and  eighty-one,  forty-two  hundred  and  eighty-two,  and  forty- 
two  hundred  and  eighty-three  of  the  Revised  Statutes  of  the  United 
States,  or  any  other  statute  defining  the  liability  of  vessels,  their 
owners,  or  representatives.  (Sec.  6.) 

Sections  one  and  four  of  this  act  shall  not  apply  to  the  transporta- 
tion of  live  animals.  (Feb.  13,  1893;  sec.  7.) 

General  libel  bond. 

When  a  warrant  of  arrest  or  other  process  in  rem  is  issued  in  any 
cause  of  admiralty  jurisdiction,  except  in  cases  of  seizures  for  for- 
feiture under  any  law  of  the  United  States,  the  marshal  shall  stay 
the  execution  of  such  process,  or  discharge  the  property  arrested  if 
the  process  has  been  levied,  on  receiving  from  the  claimant  of  the 
property  a  bond  or  stipulation  in  double  the  amount  claimed  by  the 
libelant,  with  sufficient  surety,  to  be  approved  by  the  judge  of  the 
court  where  the  cause  is  pending,  or,  in  his  absence,  by  the  collector 
of  the  port,  conditioned  to  answer  the  decree  of  the  court  in  such 
cause.  Such  bond  or  stipulation  shall  be  returned  to  the  court, 
and  judgment  thereon,  against  both  the  principal  and  sureties,  may 
be  recovered  at  the  time  of  rendering  the  decree  in  the  original 
cause.  And  the  owner  of  any  vessel  may  cause  to  be  executed  and 
delivered  to  the  marshal  a  bond  or  stipulation,  with  sufficient  surety, 
to  be  approved  by  the  judge  of  the  court  in  which  he  is  marshal, 
conditioned  to  answer  the  decree  of  said  court  in  all  or  any  cases 


58  THE  MEN  "ON  DECK 

that  shall  thereafter  be  brought  in  said  court  against  the  said  vessel, 
and  thereupon  the  execution  of  all  such  process  against  said  vessel 
shall  be  stayed  so  long  as  the  amount  secured  by  such  bond  or  stipu- 
lation shall  be  at  least  double  the  aggregate  amount  claimed  by  the 
libelants  in  such  suits  which  shall  be  begun  and  pending  against 
said  vessel;  and  like  judgments  and  remedies  may  be  had  on  said 
bond  or  stipulation  as  if  a  special  bond  or  stipulation  had  been  filed 
in  each  of  said  suits.  The  court  may  make  such  orders  as  may  be 
necessary  to  carry  this  section  into  effect,  and  especially  for  the 
giving  of  proper  notice  of  any  such  suit.  Such  bond  or  stipulation 
shall  be  indorsed  by  the  clerk  with  a  minute  of  the  suits  wherein 
process  is  so  stayed,  and  further  security  may  at  any  time  be  required 
by  the  court.  If  a  special  bond  or  stipulation  in  the  particular  cause 
shall  be  given  under  this  section,  the  liability  as  to  said  cause  on  the 
general  bond  or  stipulation  shall  cease.  (R.  S.,  941;  Mar.  3,  1899.) 


CHAPTER  VI 
MISCELLANEOUS  LAWS 

Rescuing  shipwrecked  American  seamen. 

Expenses  which  may  be  incurred  in  the  acknowledgment  of  the 
services  of  masters  and  crews  of  foreign  vessels  in  rescuing  American 
seamen  or  citizens  from  shipwreck,  four  thousand  five  hundred  dol- 
lars. (June  30,  1914.) 

School  ships. 

The  Secretary  of  the  Navy,  to  promote  nautical  education,  is 
hereby  authorized  and  empowered  to  furnish,  upon  the  application 
in  writing  of  the  governor  of  a  State,  a  suitable  vessel  of  the  navy, 
with  all  her  apparel,  charts,  books,  and  instruments  of  navigation, 
provided  the  same  can  be  spared  without  detriment  to  the  naval 
service,  to  be  used  for  the  benefit  of  any  nautical  school,  or  school 
or  college  having  a  nautical  branch,  established  at  each  of  the  fol- 
lowing ports  of  the  United  States:  Boston,  Philadelphia,  New  York, 
Seattle,  San  Francisco,  Baltimore,  Detroit,  Saginaw,  Michigan, 
Norfolk,  and  Corpus  Christi,  upon  the  condition  that  there  shall  be 
maintained  at  such  port  a  school  or  branch  of  a  school  for  the  instruc- 
tion of  youths  in  navigation,  steamship-marine  engineering,  and  all 
matters  pertaining  to  the  proper  construction,  equipment,  and 
sailing  of  vessels  or  any  particular  branch  thereof.  (Sec.  i.) 

A  sum  not  exceeding  the  amount  annually  appropriated  by  any 
State  or  municipality  for  the  purpose  of  maintaining  such  a  marine 
school  or  schools  or  the  nautical  branch  thereof  is  hereby  authorized 
to  be  appropriated  for  the  purpose  of  aiding  in  the  maintenance  and 
support  of  such  school  or  schools:  Provided,  however.  That  appro- 
priations shall  be  made  for  one  school  in  any  port  heretofore  named 
in  section  one  and  that  the  appropriation  for  any  one  year  shall  not 
exceed  twenty-five  thousand  dollars  for  any  one  school.  (Sec.  2.) 

59 


60  THE  MEN  ON  DECK 

The  President  of  the  United  States  is  hereby  authorized,  when  in 
his  opinion  the  same  can  be  done  without  detriment  to  the  public 
service,  to  detail  proper  officers  of  the  navy  as  superintendents  of  or 
instructors  in  such  schools:  Provided,  That  if  any  such  school  shall 
be  discontinued,  or  the  good  of  the  naval  service  shall  require,  such 
vessel  shall  be  immediately  restored  to  the  Secretary  of  the  Navy 
and  the  officers  so  detailed  recalled:  And  provided  further,  That  no 
person  shall  be  sentenced  to  or  received  at  such  schools  as  a  punish- 
ment or  commutation  of  punishment  for  crime.  (June  20,  1874; 
Mar.  3,  1881;  Mar.  4, 1911;  sec.  3.) 

Navy  ration. 

The  navy  rations  shall  consist  of  the  following  daily  allowance 
of  provisions  to  each  person:  One  pound  and  a  quarter  of  salt  or 
smoked  meat,  with  three  ounces  of  dried  or  six  ounces  of  canned  or 
preserved  fruit,  and  three  gills  of  beans  or  peas,  or  twelve  ounces  of 
flour;  or  one  pound  of  preserved  meat,  with  three  ounces  of  dried 
or  six  ounces  of  canned  or  preserved  fruit  and  eight  ounces  of  rice 
or  twelve  ounces  of  canned  vegetables,  or  six  ounces  of  desiccated 
vegetables;  together  with  one  pound  of  biscuit,  two  ounces  of  butter, 
four  ounces  of  sugar,  two  ounces  of  coffee  or  cocoa,  or  one-half  ounce 
of  tea  andjone  ounce  of  condensed  milk  or  evaporated  cream;  and 
a  weekly  allowance  of  one-quarter  pound  of  macaroni,  four  ounces 
of  cheese,  four  ounces  of  tomatoes,  one-half  pint  of  vinegar  or  sauce, 
one-quarter  pint  of  pickles,  one-quarter  pint  of  molasses,  four  ounces 
of  salt,  one-half  ounce  of  pepper,  one-eighth  ounce  of  spices,  and  one- 
half  ounce  of  dry  mustard.  Seven  pounds  of  lard,  or  a  suitable 
substitute,  shall  be  allowed  for  every  hundred  pounds  of  flour  issued 
as  bread,  and  such  quantities  of  yeast  and  flavoring  extracts  as  may 
be  necessary.  (R.  S.,  1580;  July  i,  1902;  June  29,  1906.) 

The  following  substitution  for  the  components  of  the  ration  may 
be  made  when  deemed  necessary  by  the  senior  officer  present  in  com- 
mand: "  For  one  and  one-quarter  pounds  of  salt  or  smoked  meat 
or  one  pound  of  preserved  meat,  one  and  three-quarter  pounds  of 
fresh  meat  or  fresh  fish,  or  eight  eggs;  in  lieu  of  the  articles  usually 
issued  with  salt,  smoked  or  preserved  meat,  one  and  three-quarter 
pounds  of  fresh  vegetables;  for  one  pound  of  biscuit,  one  and  one- 
quarter  pounds  of  soft  bread  or  eighteen  ounces  of  flour;  for  three 
gills  of  beans  and  peas,  twelve  ounces  of  flour  or  eight  ounces  of  rice 


MISCELLANEOUS  LAWS  61 

or  other  starch  food,  or  twelve  ounces  of  canned  vegetables;  for  one 
pound  of  condensed  milk  or  evaporated  cream,  one  quart  of  fresh 
milk;  for  three  ounces  of  dried  or  six  ounces  of  canned  or  preserved 
fruit,  nine  ounces  of  fresh  fruit;  and  for  twelve  ounces  of  flour  or 
eight  ounces  of  rice  or  other  starch  food,  or  twelve  ounces  of  canned 
vegetables,  three  gills  of  beans  or  peas;  in  lieu  of  the  weekly  allow- 
ance of  one-quarter  pound  of  macaroni,  four  ounces  of  cheese,  one- 
half  pint  of  vinegar  or  sauce,  one-quarter  pint  of  pickles,  one-quarter 
pint  of  molasses,  and  one-eighth  ounce  of  spices,  three  pounds  of  sugar, 
or  one  and  a  half  pounds  of  condensed  milk,  or  one  pound  of  coffee, 
or  one  and  a  half  pounds  of  canned  fruit,  or  four  pounds  of  fresh 
vegetables,  or  four  pounds  of  flour. 

"  An  extra  allowance  of  one  ounce  of  coffee  or  cocoa,  two  ounces 
of  sugar,  four  ounces  of  hard  bread  or  its  equivalent,  and  four  ounces 
of  preserved  meat  or  its  equivalent  shall  be  allowed  to  enlisted  men 
of  the  engineer  and  dynamo  force  who  stand  night  watches  between 
eight  o'clock  postmeridian  and  eight  o'clock  antemeridian,  under 
steam."  (R.  S.,  1581;  July  i,  1902;  June  29, 1906.) 

Export  of  arms  to  American  countries. 

Whenever  the  President  shall  find  that  in  any  American  country 
conditions  of  domestic  violence  exist  which  are  promoted  by  the  use 
of  arms  or  munitions  of  war  procured  from  the  United  States,  and  shall 
make  proclamation  thereof,  it  shall  be  unlawful  to  export  except 
under  such  limitations  and  exceptions  as  the  President  shall  pre- 
scribe any  arms  or  munitions  of  war  from  any  place  in  the  United 
States  to  such  country  until  otherwise  ordered  by  the  President  or  by 
Congress. 

Any  shipment  of  material  hereby  declared  unlawful  after  such 
a  proclamation  shall  be  punishable  by  fine  not  exceeding  ten  thou- 
sand dollars,  or  imprisonment  not  exceeding  two  years,  or  both. 
(Apr.  22,  1898;  Mar.  14,  1912;  sec.  2.) 

Mines,  torpedoes,  and  harbor  defenses. 

Whoever  shall  willfully  trespass  upon,  injure,  or  destroy  any 
of  the  works  or  property  or  material  of  any  submarine  mine  or  tor- 
pedo, or  fortification  or  harbor-defense  system  owned  or  constructed 
or  in  process  of  construction  by  the  United  States,  or  shall  willfully 
interfere  with  the  operation  or  use  of  any  such  submarine  mine, 
torpedo,  fortification,  or  harbor-defense  system,  shall  be  fined  not 


62  THE  MEN  ON  DECK 

more  than  five  thousand  dollars,  or  imprisoned  not  more  than  five 
years,  or  both.  [See  also  act  Mar.  4,  1909,  sec.  272,  p.  468.]  (Mar. 
4,  1909;  sec.  44;  Repeals  act  July  7,  1898.) 

Sale  of  arms  and  liquors  to  Pacific  islanders. 

Whoever,  being  subject  to  the  authority  of  the  United  States, 
shall  give,  sell,  or  otherwise  supply  any  arms,  ammunition,  explosive 
substance,  intoxicating  liquor,  or  opium  to  any  aboriginal  native  of 
any  of  the  Pacific  islands  lying  within  the  twentieth  parallel  of  north 
latitude  and  the  fortieth  parallel  of  south  latitude,  and  the  one  hundred 
and  twentieth  meridian  of  longitude  west  and  one  hundred  and 
twentieth  meridian  of  longitude  east  of  Greenwich,  not  being  in  the 
possession  or  under  the  protection  of  any  civilized  power,  shall 
be  fined  not  more  than  fifty  dollars,  or  imprisoned  not  more  than 
three  months,  or  both.  In  addition  to  such  punishment,  all  articles 
of  a  similar  nature  to  those  in  respect  to  which  an  offense  has  been 
committed,  found  in  the  possession  of  the  offender,  may  be  declared 
forfeited.  If  it  shall  appear  to  the  court  that  such  opium,  wine,  or 
spirits  have  been  given  bona  fide  for  medical  purposes,  it  shall  be 
lawful  for  the  court  to  dismiss  the  charge.  (Mar.  4,  1909;  sec.  308; 
Repeals  act  Feb.  14,  1902,  sees.  1-2.) 

All  offenses  against  the  provisions  of  the  section  last  preceding, 
committed  on  any  of  said  islands  or  on  the  waters,  rocks,  or  keys 
adjacent  thereto,  shall  be  deemed  committed  on  the  high  seas  on 
board  a  merchant  ship  or  vessel  belonging  to  the  United  States,  and 
the  courts  of  the  United  States  shall  have  jurisdiction  accordingly. 
(Mar.  4,  1909;  sec.  309;  Repeals  act  Feb.  14,  1902,  sec.  3.) 

Exemption  of  private  property  at  sea. 

It  is  the  sense  of  the  Congress  of  the  United  States  that  it  is 
desirable,  in  the  interest  of  uniformity  of  action  by  the  maritime 
states  of  the  world  in  time  of  war,  that  the  President  endeavor  to 
bring  about  an  understanding  among  the  principal  maritime  powers 
with  a  view  of  incorporating  into  the  permanent  law  of  civilized 
nations  the  principle  of  the  exemption  of  all  private  property  at 
sea,  riot  contraband  of  war,  from  capture  or  destruction  by  bellig- 
erents. (J.  Res.,  Apr.  28,  1904.) 

Assistance  and  salvage  at  sea. 

The  right  to  remuneration  for  assistance  or  salvage  services  shall 


MISCELLANEOUS  LAWS  63 

not  be  affected  by  common  ownership  of  the  vessels  rendering  and 
receiving  such  assistance  or  salvage  services.     (Sec.  i.) 

The  master  or  person  in  charge  of  a  vessel  shall,  so  far  as  he  can 
do  so  without  serious  danger  to  his  own  vessel,  crew,  or  passengers, 
render  assistance  to  every  person  who  is  found  at  sea  in  danger  of 
being  lost;  and  if  he  fails  to  do  so,  he  shall,  upon  conviction,  be 
liable  to  a  penalty  of  not  exceeding  one  thousand  dollars  or  imprison- 
ment for  a  term  not  exceeding  two  years,  or  both.  (Sec.  2.) 

Salvors  of  human  life,  who  have  taken  part  in  the  services  ren- 
dered on  the  occasion  of  the  accident  giving  rise  to  salvage,  are 
entitled  to  a  fair  share  of  the  remuneration  awarded  to  the  salvors 
of  the  vessel,  her  cargo,  and  accessories.  (Sec.  3.) 

A  suit  for  the  recovery  of  remuneration  for  rendering  assistance 
or  salvage  services  shall  not  be  maintainable  if  brought  later  than  two 
years  from  the  date  when  such  assistance  or  salvage  was  rendered, 
unless  the  court  in  which  the  suit  is  brought  shall  be  satisfied  that 
during  such  period  there  had  not  been  any  reasonable  opportunity 
of  arresting  the  assisted  or  salved  vessel  within  the  jurisdiction  of  the 
court  or  within  the  territorial  waters  of  the  country  in  which  the 
libelant  resides  or  has  his  principal  place  of  business.  (Sec.  4.) 

Nothing  in  this  Act  shall  be  construed  as  applying  to  ships  of 
war  or  to  Government  ships  appropriated  exclusively  to  a  public 
service.  (Aug.  i,  1912;  sec.  5.) 

Protection  against  fire. 

Every  steamer  carrying  passengers  or  freight  shall  be  provided 
with  suitable  pipes  and  valves  attached  to  the  boiler  to  convey 
steam  into  the  hold  and  to  the  different  compartments'  thereof  to 
extinguish  fire,  or  such  other  suitable  apparatus  as  may  be  prescribed 
by  the  regulations  of  the  board  of  supervising  inspectors,  with  the 
approval  of  the  Secretary  of  Commerce,  for  extinguishing  fire  in 
the  hold  and  compartments  thereof  by  the  introduction  through 
pipes  into  such  hold  and  compartments  of  carbonic  acid  gas  or  other 
fire-extinguishing  gas  or  vapor;  and  every  stove  used  on  board  of  any 
such  vessel  shall  be  well  and  securely  fastened,  so  as  to  prevent  it 
from  being  moved  or  overthrown,  and  all  woodwork  or  other  ignitible 
substances  about  the  boilers,  chimneys,  cook  houses,  and  stove- 
pipes, exposed  to  ignition  shall  be  thoroughly  shielded  by  some 


64  THE  MEN  ON  DECK 

incombustible  material  in  such  a  manner  as  to  leave  the  air  to  cir- 
culate freely  between  such  material  and  woodwork  or  other  ignitible 
substance;  and  before  'granting  a  certificate  of  inspection  the  in- 
spector shall  require  all  other  necessary  provisions  to  be  made  through- 
out such  vessels  to  guard  against  loss  or  danger  from  fire.  (R.  S,, 
4470;  Mar.  3,  1905;  sec.  7.) 

Every  steamer  permitted  by  her  certificate  of  inspection  to  carry 
as  many  as  fifty  passengers,  or  upward,  and  every  steamer  carrying 
passengers,  which  also  carries  cotton,  hay,  or  hemp,  shall  be  pro- 
vided with  a  good  double-acting  steam  fire-pump,  or  other  equivalent 
apparatus  for  throwing  water.  Such  pump  or  other  apparatus  for 
throwing  water  shall  be  kept  at  all  times  and  at  all  seasons  of  the  year 
in  good  order  and  ready  for  immediate  use,  having  at  least  two  pipes 
of  suitable  dimensions,  one  on  each  side  of  the  vessel,  to  convey  the 
water  to  the  upper  decks,  to  which  pipes  there  shall  be  attached, 
by  means  of  stop-cocks  or  valves,  both  between  decks  and  on  the 
upper  deck,  good  and  suitable  hose  of  sufficient  strength  to  stand  a 
pressure  of  not  less  than  one  hundred  pounds  to  the  square  inch, 
long  enough  to  reach  to  all  parts  of  the  vessel  and  properly  provided 
with  nozzles,  and  kept  in  good  order  and  ready  for  immediate  ser- 
vice. Every  steamer  exceeding  two  hundred  tons  burden  and  carry- 
ing passengers  shall  be  provided  with  two  good  double-acting  fire- 
pumps,  to  be  worked  by  hand;  each  chamber  of  such  pumps,  except 
pumps  upon  steamers  in  service  on  the  twenty-eighth  day  of  Feb- 
ruary, eighteen  hundred  and  seventy-one,  shall  be  of  sufficient  capac- 
ity to  contain  not  less  than  one  hundred  cubic  inches  of  water; 
and  such  pumps  shall  be  placed  in  the  most  suitable  parts  of  the  vessel 
for  efficient  service,  having  suitable  well-fitted  hose  to  each  pump, 
of  at  least  one-half  the  vessel  in  length,  kept  at  all  times  in  perfect 
order,  and  shipped  up  and  ready  for  immediate  use.  On  every 
steamer  not  exceeding  two  hundred  tons,  one  of  such  pumps  may  be 
dispensed  with.  Each  fire-pump  thus  prescribed  shall  be  supplied 
with  water  by  means  of  a  suitable  pipe  connected  therewith,  and 
passing  through  the  side  of  the  vessel  so  low  as  to  be  at  all  times 
under  water  when  she  is  afloat.  Every  steamer  shall  also  be  provided 
with  a  pump  which  shall  be  of  sufficient  strength  and  suitably  ar- 
ranged to  test  the  boilers  thereof*  (R.  S.,  4471;  June  30, 1906.) 

Every  steamer  carrying  passengers  during  the  night-time  shall 
keep  a  suitable  number  of  watchmen  in  the  cabins,  and  on  each 


MISCELLANEOUS  LAWS  65 

deck,  to  guard  against  fire  or  other  dangers,  and  to  give  alarm  in 
case  of  accident  or  disaster.     (R.  S.,  4477.) 

For  any  neglect  to  keep  the  watchmen  required  by  the  preceding 
section,  the  license  of  the  officer  in  charge  of  the  vessel  for  the  time 
being  shall  be  revoked;  and  every  owner  of  such  vessel  who  neglects 
or  refuses  to  furnish  the  number  of  men  necessary  to  keep  watch  as 
required,  shall  be  fined  one  thousand  dollars.  (R.  S.,  4478.) 

The  board  of  supervising  inspectors  may  require  steamers  carry- 
ing either  passengers  or  freight  to  be  provided  with  such  number  and 
kind  of  good  and  efficient  portable  fire-extinguishers  as,  in  the  judg- 
ment of  the  board,  may  be  necessary  to  protect  them  from  fire  when 
such  steamers  are  moored  or  lying  at  a  wharf  without  steam  to  work 
the  pumps.  (R.  S.,  4479.) 

Every  such  steam  vessel  carrying  passengers  shall  keep  such  fire 
buckets,  axes,  and  water  barrels  as  shall  be  prescribed  by  the  regu- 
lations established  by  the  board  of  supervising  inspectors,  with  the 
approval  of  the  Secretary  of  Commerce.  The  buckets  and  barrels 
shall  be  kept  in  convenient  places  and  filled  with  water,  to  be  in  readi- 
ness in  case  of  fire,  and  the  axes  shall  be  kept  in  good  order  and  ready 
for  immediate  use.  Tanks  of  suitable  dimensions  and  arrangement, 
or  buckets  in  sufficient  number,  may  be  substituted  for  barrels. 
(R.  S.,  4483;  Mar.  3,  1905;  sec.  3.) 

Inflammable  or  explosive  cargo. 

Upon  the  application  of  any  master  or  owner  of  any  steam  vessel 
employed  in  the  carriage  of  passengers,  for  a  license  to  carry  gun- 
powder, the  local  inspectors  shall  examine  such  vessel,  and  if  they 
find  that  she  is  provided  with  a  chest  or  safe  composed  of  metal, 
or  entirely  lined  and  sheathed  therewith,  or  if  the  vessel  has  one  or 
more  compartments  thoroughly  lined  and  sheathed  with  metal, 
at  a  secure  distance  from  any  fire,  they  may  grant  a  certificate  to 
that  effect,  authorizing  such  vessel  to  carry  as  freight  within  such 
chest,  safes,  or  compartments,  the  article  of  gunpowder,  which  certifi- 
cate shall  be  kept  conspicuously  posted  on  board  such  vessel.  (R. 
S.,  4422;  Mar.  4,  1915;  Sec.  2.) 

No  loose  hay,  loose  cotton,  or  loose  hemp,  camphene,  nitro- 
glycerin,  naphtha,  benzine,  benzole,  coal  oil,  crude  or  refined  petro- 
leum, or  other  like  explosive  burning  fluids,  or  like  dangerous  articles, 


66  THE  MEN  ON  DECK 

shall  be  carried  as  freight  or  used  as  stores  on  any  steamer  carrying 
passengers;  nor  shall  baled  cotton  or  hemp  be  carried  on  such 
steamers  unless  the  bales  are  compactly  pressed  and  thoroughly 
covered  and  secured  in  such  manner  as  shall  be  prescribed  by  the 
regulations  established  by  the  board  of  supervising  inspectors  with 
the  approval  of  the  Secretary  of  Commerce;  nor  shall  gunpowder 
be  carried  on  any  such  vessel  except  under  special  license;  nor  shall 
oil  of  vitrol,  nitric  or  other  chemical  acids  be  carried  on  such  steamers 
except  on  the  decks  or  guards  thereof  or  in  such  other  safe  part  of 
the  vessel  as  shall  be  prescribed  by  the  inspectors.  Refined  petroleum, 
which  will  not  ignite  at  a  temperature  less  than  one  hundred  and  ten 
degrees  of  Fahrenheit  thermometer,  may  be  carried  on  board  such 
steamers  upon  routes  where  there  is  no  other  practicable  mode  of 
transporting  it,  and  under  such  regulations  as  shall  be  prescribed 
by  the  board  of  supervising  inspectors  with  the  approval  of  the  Secre- 
tary of  Commerce;  and  oil  or  spirits  of  turpentine  may  be  carried 
on  such  steamers  when  put  up  in  good  metallic  vessels  or  casks  or 
barrels  well  and  securely  bound  with  iron  and  stowed  in  a  secure 
part  of  the  vessel;  and  friction  matches  may  be  carried  on  such 
steamers  when  securely  packed  in  strong,  tight  chests  or  boxes,  the 
covers  of  which  shall  be  well  secured  by  locks,  screws,  or  other  reliable 
fastenings,  and  stowed  in  a  safe  part  of  the  vessel  at  a  secure  distance 
from  any  fire  or  heat.  All  such  other  provisions  shall  be  made  on 
every  steamer  carrying  passengers  or  freight,  to  guard  against 
and  extinguish  fire,  as  shall  be  prescribed  by  the  board  of  super- 
vising inspectors  and  approved  by  the  Secretary  of  Commerce. 
Nothing  in  the  foregoing  or  following  sections  of  this  Act  shall  pro- 
hibit the  transportation  by  steam  vessels  of  gasoline  or  any  of  the 
products  of  petroleum  when  carried  by  motor  vehicles  (commonly 
known  as  automobiles)  using  the  same  as  a  source  of  motive  power: 
Provided,  however,  That  all  fire,  if  any,  in  such  vehicles  or  automobiles 
be  extinguished  immediately  after  entering  the  said  vessel,  and  that 
the  same  be  not  relighted  until  immediately  before  said  vehicle 
shall  leave  the  vessel:  Provided  further,  That  any  owner,  master, 
agent,  or  other  person  having  charge  of  passenger  steam  vessels 
shall  have  the  right  to  refuse  to  transport  automobile  vehicles  the 
tanks  of  which  contain  gasoline,  naphtha,  or  other  dangerous  burn- 
ing fluids,  (Mar.  3,  1905;  sec.  8.) 

Provided,  however,  That  nothing  in  the  provisions  of  this  Title 


MISCELLANEOUS  LAWS  67 

shall  prohibit  the  transportation  by  vessels  not  carrying  passengers 
for  hire,  of  gasoline  or  any  of  the  products  of  petroleum  for  use  as  a 
source  of  motive  power  for  the  motor  boats  or  launches  of  such 
vessels.  (May  28,  1906.) 

Provided  further,  That  nothing  in  the  foregoing  or  following 
sections  of  this  Act  shall  prohibit  the  use,  by  steam  vessels  carrying 
passengers  for  hire,  of  lifeboats  equipped  with  gasoline  motors,  and 
tanks  containing  gasoline  for  the  operation  of  said  motor-driven 
lifeboats:  Provided,  however,  That  no  gasoline  shall  be  carried  other 
than  that  in  the  tanks  of  the  lifeboats:  Provided  further,  That  the 
use  of  such  lifeboats  equipped  with  gasoline  motors  shall  be  under 
such  regulations  as  shall  be  prescribed  by  the  board  of  supervising 
inspectors  with  the  approval  of  the  Secretary  of  Commerce.  (Jan. 
24,  1913.) 

Provided,  however,  That  nothing  in  the  foregoing  or  following 
sections  of  this  Act  shall  prohibit  the  transportation  and  use  by 
vessels  carrying  passengers  or  freight  for  hire  of  gasoline  or  any 
of  the  products  of  petroleum  for  the  operation  of  engines  to  supply 
an  auxiliary  lighting  and  wireless  system  independent  of  the  vessel's 
main  power  plant:  Provided  further,  That  the  transportation  or  use 
of  such  gasoline  or  any  of  the  products  of  petroleum  shall  be  under 
such  regulations  as  shall  be  prescribed  by  the  Board  of  Supervising 
Inspectors,  with  the  approval  of  the  Secretary  of  Commerce.  (R.  S., 
4472;  Oct.  22,  1914.) 

Every  bale  of  cotton  or  hemp  that  shall  be  shipped  or  carried 
on  any  passenger-steamer,  without  conforming  to  the  provisions  of 
the  preceding  section,  shall  be  subject  to  a  penalty  of  five  dollars, 
and  shall  be  liable  to  seizure  and  sale  to  secure  the  payment  of  such 
penalty.  (R.  S.,  4473-) 

The  Secretary  of  Commerce  may  grant  permission  to  the  owner 
of  any  steam  vessel,  to  use  any  invention  or  process  for  the  utilization 
of  petroleum  or  other  mineral  oils  or  substances  in  the  production 
of  motive-power,  and  may  make  and  enforce  regulations  concerning 
the  application  and  use  of  the  same  for  such  purpose.  But  no  such 
permission  shall  be  granted,  unless  upon  the  certificate  of  the  super- 
vising inspector  of  steamboats  for  the  district  wherein  such  vessel 
is  registered,  and  other  satisfactory  proof  that  the  use  of  the  same 


68  THE  MEN  ON  DECK 

is  safe  and  efficient;  and  upon  such  proof,  and  the  approval  of  such 
certificate  by  the  Secretary  of  Commerce,  a  special  license  for  the 
use  of  such  process  or  invention  shall  issue  under  the  seal  of  the 
Department  of  Commerce.  (R.  S.,  4474;  Feb.  14,  1903;  sec.  10.) 

The  Secretary  of  Commerce  may  permit  the  use  of  petroleum 
as  fuel  on  steamers  not  carrying  passengers,  without  the  certificate 
of  the  supervising  inspector  of  the  district  where  the  vessel  is  to  be 
used,  subject  to  such  conditions  and  safeguards  as  the  Secretary  of 
Commerce  in  his  judgment  shall  provide.  For  a  violation  of  any 
of  the  conditions  imposed  by  the  Secretary  of  Commerce  a  penalty 
of  five  hundred  dollars  shall  be  imposed,  which  penalty  shall  be  a 
lien  upon  the  vessel,  but  a  bond  may,  as  provided  in  other  cases,  be 
given  to  secure  the  satisfaction  of  the  judgment.  (Oct.  18,  1888; 
Feb.  14,  1903;  sec.  10.) 

Provided  further  y  That  when  crude  petroleum  of  a  flash  point  not 
less  than  one  hundred  and  fifty  degrees  Fahrenheit,  is  carried  in  the 
double-bottom  fuel  tanks  of  steamers  using  the  same  for  fuel,  the 
crude  petroleum  carried  in  such  tanks  in  excess  of  the  necessities 
of  the  voyage  may  be  discharged  at  terminal  ports  when  no  passen- 
gers are  on  board  the  ship.  Crude  petroleum  carried  and  discharged 
under  these  conditions  will  not  be  considered  stores  or  cargo  within 
the  contemplation  of  section  forty-four  hundred  and  seventy-two, 
Revised  Statutes  of  the  United  States.  (R.  S.,  4474.) 

All  gunpowder,  nitro-glycerme,  camphene,  naphtha,  benzine, 
benzole,  coal-oil,  crude  or  refined  petroleum,  oil  of  vitriol,  nitric  or 
other  chemical  acids,  oil  or  spirits  of  turpentine,  friction-matches, 
and  all  other  articles  of  like  character,  when  packed  or  put  up  for 
shipment,  shall  be  securely  packed  and  put  up  separately  from  each 
other  and  from  all  other  articles;  and  the  package,  box,  cask,  or 
other  vessel  containing  the  same  shall  be  distinctly  marked  on  the 
outside,  with  the  name  or  description  of  the  article  contained  therein. 

It  shall  be  unlawful  to  transport,  carry,  or  convey,  liquid  nitro- 
glycerin,  fulminate  in  bulk  in  dry  condition,  or  other  like  explosive, 
between  a  place  in  a  foreign  country  and  a  place  within  or  subject  to 
the  jurisdiction  of  the  United  States,  or  between  a  place  in  one  State, 
Territory,  or  District  of  the  United  States,  or  place  noncontiguous 
to  but  subject  to  the  jurisdiction  thereof,  and  a  place  in  any  other 
State,  Territory,  or  District  of  the  United  States,  or  place  noncon- 


MISCELLANEOUS  LAWS  69 

tiguous  to  but  subject  to  the  jurisdiction  thereof,  on  any  vessel  or 
vehicle  of  any  description  operated  by  a  common  carrier  in  the  trans- 
portation of  passengers  or  articles  of  commerce  by  land  or  water. 
(R.  S.,  4475-) 

Every  person  who  packs  or  puts  up,  or  causes  to 'be  packed  or 
put  up  for  shipment,  any  gunpowder,  nitroglycerin,  camphene,  naph- 
tha, benzine,  benzole,  coal  oil,  crude  or  refined  petroleum,  oil  of  vit- 
riol, nitric  or  other  chemical  acids,  oil  or  spirits  of  turpentine,  friction- 
matches,  or  other  articles  of  like  character  otherwise  than  as  directed 
by  the  preceding  section,  or  who  knowingly  ships  or  attempts  to  ship 
the  same,  or  delivers  the  same  to  any  such  vessels  as  stores  unless 
duly  packed  and  marked,  shall  be  deemed  guilty  of  a  misdemeanor, 
and  punished  by  a  fine  not  exceeding  two  thousand  dollars,  or 
imprisonment  not  exceeding  eighteen  months,  or  both;  one-half 
of  the  fine  to  go  to  the  informer,  and  the  articles  to  be  liable  to  seizure 
and  forfeiture.  (R.  S.,  4476.) 

Every  package  containing  explosives  or  other  dangerous  articles 
when  presented  to  a  common  carrier  for  shipment  shall  have  plainly 
marked  on  the  outside  thereof  the  contents  thereof;  and  it  shall  be 
unlawful  for  any  person  to  deliver,  or  cause  to  be  delivered,  to  any 
common  carrier  engaged  hi  interstate  or  foreign  commerce  by  land 
or  water,  for  interstate  or  foreign  transportation,  or  to  carry  upon  any 
vessel  or  vehicle  engaged  in  interstate  or  foreign  transportation,  any 
explosive,  or  other  dangerous  article,  under  any  false  or  deceptive 
marking,  description,  invoice,  shipping  order,  or  other  declaration, 
or  without  informing  the  agent  of  such  carrier  of  the  true  character 
thereof,  at  or  before  the  time  such  delivery  or  carriage  is  made. 
Whoever  shall  knowingly  violate,  or  cause  to  be  violated,  any  pro- 
vision of  this  section,  or  of  the  three  sections  last  preceding,  or  any 
regulation  made  by  the  Interstate  Commerce  Commission  in  pursu- 
ance thereof,  shall  be  fined  not  more  than  two  thousand  dollars, 
or  imprisoned  not  more  than  eighteen  months,  or  both.  (Mar.  4, 
1909;  sec.  235;  Repeals  R.  S.,  5353,  5354-) 

WTien  the  death  or  bodily  injury  of  any  person  is  caused  by 
the  explosion  of  any  article  named  in  the  four  sections  last  preceding, 
while  the  same  is  being  placed  upon  any  vessel  or  vehicle  to  be  trans- 
ported in  violation  thereof,  or  while  the  same  is  being  so  transported, 
or  while  the  same  is  being  removed  from  such  vessel  or  vehicle,  the 


70  THE  MEN  ON  DECK 

person  knowingly  placing,  or  aiding  or  permitting  the  placing,  of 
such  articles  upon  any  such  vessel  or  vehicle,  to  be  so  transported, 
shall  be  imprisoned  not  more  than  ten  years.  (Sec.  236.) 

It  shall  be  unlawful  to  transport,  carry,  or  convey,  any  dynamite, 
gunpowder,  or  other  explosive,  between  a  place  in  a  foreign  country 
and  a  place  within  or  subject  to  the  jurisdiction  of  the  United  States, 
or  between  a  place  in  any  State,  Territory,  or  District  of  the  United 
States,  or  place  noncontiguous  to  but  subject  to  the  jurisdiction 
thereof,  and  a  place  in  any  other  State,  Territory,  or  District  of  the 
United  States,  or  place  noncontiguous  to  but  subject  to  the  juris- 
diction thereof,  on  any  vessel  or  vehicle  of  any  description  operated 
by  a  common  carrier,  which  vessel  or  vehicle  is  carrying  passengers 
for  hire:  Provided,  That  it  shall  be  lawful  to  transport  on  any  such 
vessel  or  vehicle  small  arms  ammunition  in  any  quantity,  and  such 
fuses,  torpedoes,  rockets,  or  other  signal  devices,  as  may  be  essen- 
tial to  promote  safety  in  operation,  and  properly  packed  and  marked 
samples  of  explosives  for  laboratory  examination,  not  exceeding  a 
net  weight  of  one-half  pound  each,  and  not  exceeding  twenty  samples 
at  one  time  in  a  single  vessel  or  vehicle;  but  such  samples  shall  not 
be  carried  in  that  part  of  a  vessel  or  vehicle  which  is  intended  for  the 
transportation  of  passengers  for  hire :  Provided  further,  That  nothing 
in  this  section  shall  be  construed  to  prevent  the  transportation  of 
military  or  naval  forces  with  their  accompanying  munitions  of  war 
on  passenger  equipment  vessels  or  vehicles.  (Mar.  4,  1909;  Repeals 
R-  S.,  5353  and  5354;  sec.  232.) 

The  Interstate  Commerce  Commission  shall  formulate  regulations 
for  the  safe  transportation  of  explosives,  which  shall  be  binding 
upon  all  common  carriers  engaged  in  interstate  or  foreign  commerce 
which  transport  explosives  by  land.  Said  commission,  of  its  own 
motion,  or  upon  application  made  by  any  interested  party,  may 
make  changes  or  modifications  in  such  regulations,  made  desirable 
by  new  information  or  altered  conditions.  Such  regulations  shall  be 
in  accord  with  the  best  known  practicable  means  for  securing  safety 
in  transit,  covering  the  packing,  marking,  loading,  handling  while 
in  transit,  and  the  precautions  necessary  to  determine  whether  the 
material  when  offered  is  in  proper  condition  to  transport.  Such 
regulations,  as  well  as  all  changes  or  modifications  thereof,  shall 
take  effect  ninety  days  after  their  formulation  and  publication  by 


MISCELLANEOUS  LAWS  71 

said  commission  and  shall  be  in  effect  until  reversed,  set  aside,  or 
mpdified.    (Sec.  233;  Repeals  R.  S.,  5355.) 

It  shall  not  be  lawful  to  transport,  carry,  or  convey,  ship,  deliver 
on  board,  or  cause  to  be  delivered  on  board,  the  substance  or  article 
known  or  designated  as  nitroglycerine,  or  glynoin  oil,  nitroleum  or 
blasting  oil,  or  nitrated  oil,  or  powder  mixed  with  any  such  oil,  or 
fiber  saturated  with  any  such  article,  or  substance,  upon  or  in  any 
vessel  or  vehicle  used  or  employed  in  transporting  passengers  by 
land  or  water  between  a  place  in  any  foreign  country  and  a  place 
within  the  limits  of  any  State,  Territory,  or  district  of  the  United 
States,  or  between  a  place  in  one  State,  Territory,  or  district  of  the 
United  States,  and  a  place  in  any  other  State,  Territory,  or  district 
thereof.  (R.  S.,  4278.) 

It  shall  not  be  lawful  to  ship,  send,  or  forward  any  quantity  of 
the  substances  or  articles  named  in  the  preceding  section,  or  to  trans- 
port, convey,  or  carry  the  same  by  a  vessel  or  vehicle  of  any  descrip- 
tion, upon  land  or  water,  between  a  place  in  a  foreign  country  and  a 
place  within  the  United  States,  or  between  a  place  in  one  State, 
Territory,  or  district  of  the  United  States,  and  a  place  in  any  other 
State  Territory,  or  district  thereof,  unless  the  same  shall  be  securely 
enclosed,  deposited,  or  packed  in  a  metallic  vessel  surrounded  by 
plaster  of  Paris,  or  other  material  that  will  be  non-explosive  when 
saturated  with  such  oil  or  substance,  and  separate  from  all  other 
substances,  and  the  outside  of  the  package  containing  the  same  be 
marked,  printed,  or  labeled  in  a  conspicuous  manner  with  the  words 
"  Nitro-glycerine,  dangerous."  (R.  S.,  4279.) 

The  two  preceding  sections  shall  not  be  so  construed  as  to  prevent 
any  State,  Territory,  district,  city,  or  town  within  the  United  States 
from  regulating  or  from  prohibiting  the  traffic  in  or  transportation 
of  those  substances,  between  persons  or  places  lying  or  being  within 
their  respective  territorial  limits,  or  from  prohibiting  the  intro- 
duction thereof  into  such  limits,  for  sale,  use,  or  consumption  therein. 
(R.  S.,  4280.) 


CHAPTER  VII 
THE  CHIEF  MATE 

THE  Chief  Officer  of  an  ocean  steamer  is  officially  styled 
the  Chief  Mate.  Also,  he  is  often  referred  to  simply  as 
the  Mate.  In  passenger  liners,  transports,  and  the  like,  the 
term  Chief  Officer,  finds  favor.  But  among  men  of  the  sea, 
the  fine  old  sailor  title  "  Chief  Mate  "  prevails. 

The  Chief  Mate  has  the  most  difficult,  and  in  many 
ways,  the  most  important  position  on  a  vessel.  An  energetic 
Chief  Mate,  who  is  also  competent,  makes  his  vessel  a  suc- 
cessful organization.  He  should  possess  the  necessary  knowl- 
edge and  skill  in  his  profession,  combined  with  initiative, 
tact,  and  executive  ability  of  a  high  order. 

The  position  of  Chief  Mate  is  the  test  job  of  the  sea. 
An  indifferent  junior  officer  can  survive  for  years,  but  when 
he  is  appointed  Chief  Mate,  he  must  either  make  good,  and 
achieve  promotion,  or  his  faults  and  shortcomings  overtake 
him  and  ruin  his  career.  This  is  the  hard  screen  through 
which  the  master  mariners  are  sifted. 

Next  to  Master.  The  Chief  Mate  is  next  in  authority 
to  the  Master,  and  acts  in  his  place  during  his  absence. 
If  the  Master  dies  while  the  vessel  is  at  sea,  the  Chief  Mate 
assumes  command,  and  is  vested  with  all  of  the  authority 
and  responsibilities  of  that  station,  subject  to  the  pleasure 
of  the  owners  upon  the  arrival  of  the  vessel  in  port. 

He  Reports  for  Duty.  Upon  receiving  his  appointment 
to  a  vessel  as  Chief  Mate,  it  is  the  duty  of  that  officer  to 
report  on  board  and  present  his  credentials  to  the  Master 
without  delay.  He  should  be  ready  to  take  up  his  duties 

72 


THE  CHIEF  MATE  73 

at  once,  settling  all  of  his  private  affairs  before  going  on 
board. 

He  should  carry  out  any  special  orders  that  the  Master 
may  give. 

Vessel  in  the  Stream.     If  the  vessel  is  in  the  stream  the 
new  Chief  Mate  should  note  the  following: 

1.  Locate  vessel  on  chart. 

2.  Verify  depth  of  water  and  character  of  bottom. 

3.  How  much  chain  out — what  anchor?     Is  chain  locked 
on  windlass,  or  on  riding  chocks? 

4.  If  moored,  either  bow  or  stern,  inspect  mooring  wires; 
trappings;  etc.,  see  to  means  for  slipping  and  hauling  in. 

5.  Is  the  anchorage  safe — at  all  times — at  that  season? 

6.  What  weather — tide — current — sea,  may  be  expected? 

7.  Examine  windlass  carefully — be  certain  you  know  how 
to  work  same  at  night. 

8.  Look  to  compressors — capstans — and  anchor  davits, 
if  fitted. 

9.  Look  to  hand  gear — that  brake  beams,   bars,   and 
stoppers  are  handy,  and  where  located. 

10.  Look  for  fo'c'sle  hose,  and  connection.     Be  ready  to 
flush  off  a  chain  covered  with  mud,  so  there  will  be  no  delay 
when  heaving  in. 

11.  Look  for  docking  telegraph — learn  dial. 

12.  Have  Deck  Engineer  and  Carpenter  inspect  the  wind- 
lass with  you,  get  all  the  wrinkles  you  can  about  same. 

13.  Look  for  vessels  near  at  hand.     Is  vessel  clear  of 
them  when  tide  turns? 

14.  Is  vessel  loading  or  discharging? 

15.  Are  lighters  expected — which  side — what  cargo? 


74  THE  MEN  ON  DECK 

1 6.  Are  cork  fenders  and  skids  ready? 

17.  Are  heaving  lines  handy? 

1 8.  Are  lines  ready  for  the  lighters? 

19.  Look  after  gangway  and  side  ladders. 

20.  Are  cargo  clusters  in  order — where  kept? 

21.  Are  riding  lights  in  order? 

22.  Has  anchor  watch  been  set? 

23.  Is  a  working  and  life  boat  swung  out  and  ready  for 
lowering  without  delay? 

24.  If  blowing,  have  drift  lead  over  side,  tend  same,  and 
watch  bearings. 

Vessel  Alongside.     If  the  vessel  is  alongside  the  new 
Chief  Mate  should  note  the  following: 

1.  Look  after  mooring  lines. 

2.  Are  they  adjusted  to  the  rise  and  fall  of  tide? 

3.  Are  they  free  from  chafe? 

4.  Are  they  properly  disposed — springs,  breasts,  bow  and 
stern  lines — this  is  an  art.     Can  one  watchman  tend  them? 

5.  Do  they  all  bear  an  equal  stress — this  is  important 
with  wire  hawsers. 

6.  If  near  wooden  warehouses — see  if  a  wire  fire  warp 
has  been  led. 

7.  Are  the  gangways  safe? 

8.  If  bow  or  stern  projects  beyond  bulkhead  line,  are 
lights  ready? 

9.  If  twin-screw  vessel,  are  propeller  signs  in  place? 

10.  Is  a  gangway  watch  necessary — is  it  being  kept? 


THE  CHIEF  MATE  75 

11.  Is  the  vessel  discharging  or  loading — what — what 
holds — how  near  completed? 

12.  What  is  the  draft — forward  and  aft? 

13.  How  much  water  under  her  at  low  tide? 

14.  Is  the  berth  fair  or  foul? 

15.  Telephone  connection  on  dock*  Number  of  Police, 
Fire,  U.  S.  Secret  Service. 

1 6.  Locate  water  plugs  on  docks. 

17.  Are  rat  guards  on  lines?    Are  they  needed? 

In  General,     i.  Ask  for  cargo  diagrams — how  kept — if 
loading. 

2.  Are  the  working  holds  under  supervision — by  whom? 

3.  When  will  vessel  be  discharged — or  ready  to  leave? 

4.  Get  reports  from  the  junior  officers — the  boatswain 
and  carpenter. 

5.  Will  she  work  at  night? 

6.  Are  cargo  clusters  ready — length  of  cables — location 
of  connections — are  they  in  good  order — where  kept? 

7.  Are  the  fire  lines  clear  and  in  working  order? 

8.  When  was  last  fire  drill  held — inspect  log? 

9.  Inspect  crew  list — muster  same. 

10.  Inspect  station  bill. 

11.  Inspect  crew's  quarters.     Look  for  signs  of  intoxi- 
cating liquors — destroy  any  found. 

12.  Are  bills  of  lading  in  order? 

13.  Look  after  cargo  gear — stays — masts — booms — guys 
— pendants — falls — whips — gins — skids — cargo  slings — cargo 
falls — cargo  hooks — nets,  winches — etc. 


76  THE  MEN  ON  DECK 

14.  Are  hatch  covers,  strong  backs,  battens,  tarpaulins, 
wedges,  etc.,  ready  and  in  good  order? 

15.  Pay  special  attention  to  the  flanges  on  the  steel  strong- 
backs — are  they  true? 

1 6.  Get   acquainted   with   the   engineers   and   establish 
friendly  relations — this  is  important. 

17.  Locate  all  sounding  pipes — Have  carpenter  sound 
tanks  and  bilges  and  report. 

THE  WORK  OF  THE  CHIEF  MATE 

Having  reported  for  duty,  and  having  seen  to  the  matters 
outlined  above — and  a  smart  Chief  Mate  sees  such  things 
quickly,  for  he  must  by  that  time  have  spent  more  than  a 
dog  watch  in  the  Merchant  Service — the  new  Chief  Mate  can 
intelligently  carry  on  the  work  of  his  vessel. 

Different  Vessels.  Differences  in  construction,  type, 
tonnage,  and  trade,  modify  the  size  and  kind  of  organization 
on  board  a  steamer.  But  in  the  main  essentials,  the  work  of 
the  Chief  Mate  should  be  fairly  standard — he  is  charged 
with  the  supervision  of  everything  that  has  to  do  with  the 
work  of  the  deck  department. 

Crew.  The  Chief  Mate  should  study  his  junior  officers 
and  his  crew.  He  should  at  once  check  up  the  crew  list; 
see  that  the  living  quarters  on  board — including  coal  passers, 
firemen,  and  glory  hole — are  in  a  sanitary  and  ship  shape 
condition.  He  should  see  after  everything  having  to  do 
with  the  sanitary  condition  of  the  vessel.  Wash  rooms, 
water  closets,  showers,  lockers,  mess  rooms,  etc.  All  should 
be  inspected  daily. 

Station  Bill.  The  Chief  Mate  should  see  that  the  Station 
Bill  is  properly  made  out,  and  posted  as  required  by  law. 

Inventories.  The  materials  and  tools  of  the  deck  depart- 
ment come  under  the  immediate  charge  of  the  Chief  Mate 


THE  CHIEF  MATE  77 

who  should  see  that  all  inventories  are  correctly  kept,  and 
that  the  stores  list  is  properly  posted  up  from  time  to  time. 
The  correct  list  of  unbroken  ship's  stores  is  very  important, 
and  must  be  produced  when  the  vessel  enters  the  customs. 

The  following  lists  should  be  kept  and  checked  under  the 
supervision  of  the  Chief  Mate: 

A.  Mooring  lines,  and  hawsers — wire — manila — hemp. 

B.  Tarpaulins — awnings — sails — dodgers — side    screens  —  wind 
sails — ventilator  covers — skylight  covers — spare  boat  covers — mast 
covers,  etc., 

C.  Boatswain's  stores,  rope,  gear,  tools,  etc. 

D.  Carpenter's  stores,  tools,  lamps,  oils,  etc. 

E.  Paints — oils — turpentine — white  lead — red  lead — bitumastic — 
bottom  composition— putty,  brushes,  graining  tools,  etc.,  etc. 

F.  Cargo  gear — in  use,  condition,  location,  etc.    Spare  gear — con- 
dition and  where  stowed. 

G.  Ship's  navigating  gear  (under  care  of  Second  Mate). 
H.  Coaling  gear,  condition,  where  stowed. 

I.  Life-saving  equipment — boats,  rafts  and  their  complete  equip- 
ment. When  bread  boxes  were  last  filled — inspected,  when  breakers 
were  last  filled,  etc.  Life  preservers — number — location — last  in- 
spected. Fire  hose,  when  supplied  length,  and  location  of  reels, 
nozzles,  couplings,  reducers,  valves,  etc.  Fire  extinguishers,  kind — 
number — location — when  charged  last.  Axes,  number — location. 
Buckets — number — location.  Smoke  helmets,  condition  and  where 
stowed.  Extra  tarpaulins. 

Also  ring  buoys,  rockets,  line-throwing  gun,  spare  lines,  projectiles, 
powder  charges — sewed  in  bunting  bags,  and  stowed  in  proper  can- 
ister. Coston  lights,  number — kind.  Wave  oil,  tanks  and  fittings. 

J.  Ship's  signal  gear— flags — rockets — etc.  (under  charge  of  Third 
Mate). 


78  THE  MEN  ON  DECK 

DUTIES  IN  PORT 

Having  familiarized  himself  with  his  vessel,  her  com- 
plement, equipment,  and  stores,  the  Chief  Mate  is  ready 
to  take  up  his  duties  with  full  knowledge  of  the  situation. 

The  inspection  of  the  vessel,  from  stem  to  stern,  is  a 
matter  of  some  time  and,  in  a  large  steamer,  calls  for  repeated 
investigation.  Every  hole  and  tank  and  corner  should  be 
known  to  the  Chief  Mate,  its  condition,  its  contents,  and 
its  use. 

Deck  Crew.  He  must  organize  and  supervise  the  routine 
work  of  the  deck  department  of  the  vessel. 

Third  Mate — forward  holds,  under  immediate  eye  of 
Chief  Mate. 

Second  Mate — after  holds. 

Boatswain,  in  active  charge  of  crew  at  work  on  deck, 
over  the  side,  and  in  holds. 

Carpenter,1  at  work  about  ship,  under  orders  from  the 
Chief  Mate. 

Quartermasters — gangway,  bridge,  and  hold  watches, 
under  junior  officers. 

In  large  steamers  where  extra  watch  officers,  junior 
officers  and  cadets,  or  sub-junior  officers  are  carried,  the  Chief 
Mate  usually  has  a  clerk,  and  his  work  is  largely  that  of  a 
general  manager.  In  such  vessels  the  cargo,  mail,  baggage, 
specie,  etc.,  is  handled  through  the  purser,  or  other  officer, 
and  the  Chief  Mate  devotes  himself  strictly  to  the  manage- 
ment of  the  seamanship  end  of  his  department. 

Holds.  He  must  supervise  the  preparation  of  holds  to 
receive  cargo. 

Sweep  clean. 

Dunnage  on  stringers. 

Limbers  cleared — limber  boards  lifted. 

Bilges  cleaned. 


THE  CHIEF  MATE  79 

Rose  boxes  cleared  (strainers — strum  boxes). 
Ceiling  in  good  condition. 
Cargo  battens  in  good  condition. 
Smothering  lines  in  good  condition,  ends  clear. 

Sounding  pipes  not  dented  or  bent  out  of  shape,  ends  free. — Brass 
screw  plugs  in  place. 

'Tween  deck  hatch  covers,  strong  backs,  etc.,  in  good  order. 

'Tween  deck  and  hold  electrical  connections — in  good  order. 

Lift  tank  covers. 

Take-up  tank  manholes  (engineers). 

Examine  cement  in  tanks. 

See  that  stanchion  brackets  and  shifting  boards  are  ready  for 
bulk  cargoes,  such  as  grain. 

See  that  sufficient  dunnage  is  in  each  hold;  spruce  planking,  and 
chocking  pieces.  Find  out  what  kind  of  cargo  is  to  be  stowed. 

See  all  hold  ladders  in  good  order — rungs  all  secure. 

Look  for  runs  of  rust,  under  frames  and  stringers,  in  wake  of  mast 
doublings,  under  winch  beds,  under  deck  in  wake  of  shrouds. 

Examine  all  ports  and  dead  lights  in  'tween  decks. 
Examine  all  side  ports — cargo — coal. 

All  rust  should  be  cleaned  off  and  painted — red  lead  and  pigment 
in  linseed  oil. 

See  all  bulkhead  doors  tight  and  in  working  order. 

Spare  propeller  blades,  booms,  anchors,  hubs,  etc.,  stowed  below, 
should  be  examined  as  to  lashings  and  rust.  Spare  shafting  usually 
carried  in  shaft  tunnel,  under  charge  of  Chief  Engineer,  if  in  hold, 
Chief  Mates  responsible  for  safety. 

Look  to  all  wire  lashings  in  the  nips. 

Look  for  leaks  in  joints  of  shell  plating  abreast  of  hatches  where 
drafts  of  cargo  swing  in  against  the  side. 

Examine  masts,  at  doublings,  at  the  steps. 


80  THE  MEN  ON  DECK 

Examine  all  fire  lines  and  connections  in  holds  and  'tween  decks. 
Examine  rivets  under  bed  plates  of  winches. 
Examine  framing  under  hatch  coamings. 
Examine  state  of  pillars  and  stanchions. 

Cargo  Gear.  The  Chief  Mate  is  charged  with  the  proper 
use  and  upkeep  of  the  cargo  handling  gear.  This  includes 
everything  except  the  steam  winches,  and  steam  lines  which 
are  under  the  charge  of  the  engineer  department. 

The  Chief  Mate  should  supervise  and  attend  to  the 
following — note  condition  and  provide  for  proper  main- 
tenance: 

Masts — and  all  fittings,  viz. — collars — trucks — sheaves — 
links — shrouds — stays — and  all  equipment  on  masts,  whether 
cargo,  radio,  lights,  or  lookout  cages. 

King  posts — same  as  masts — re-cargo  handling. 

Booms  —  goosenecks — bands — links — shackles — sheaves — 
gins — guys — and  cradles. 

Examine  all  shrouds  and  stays  under  the  nips  and  thimbles. 

Examine  all  links — turnbuckles — bales — eye  bolts — pins — 
cleats — etc.,  for  excessive  wear,  or  fracture. 

If  wind  platforms  are  fitted  see  to  all  stanchions,  struts  and 
brasses. 

When  heavy  purchases  are  to  be  rove,  the  Chief  Mate  should 
carefully  supervise  the  preparation  of  the  gear — preventers — 
lashings — etc. 

See  that  winches  are  powerful  enough  to  take  the  load  safely. 

See  that  booms  are  strong  enough  or  are  fished  and  rein- 
forced where  needed. 

Shore  up  weak  goosenecks. 
Rig  preventer  guys — stays — etc. 

Leave  nothing  to  chance— use  new  gear— know  the  weight  to  be 
lifted — be  sure  it  will  clear  the  hatch  coamings — the  bulwarks — take 


THE  CHIEF  MATE  81 

your  time.    It  takes  ten  times  as  long  to  clear  away  a  wreck  as  to 
make  the  most  careful  preparation  for  lifting  a  heavy  weight. 

Learn  the  way  to  run  the  winches,  their  construction — lifting 
capacity — steam  pressure  on  lines — how  to  drain  after  working  in 
cold  weather,  locate  pet  cocks — know  when  they  are  properly  lubri- 
cated. Know  as  much  as  you  can  about  steam  and  electrical  deck 
machinery — (don't  let  your  curiosity  stop  here — find  out  all  you  can 
about  the  main  engines  and  boilers,  it  is  interesting). 

See  that  cargo  falls  come  to  the  winch  drums  without  chafing  at 
the  heels  of  booms,  or  other  places. 

Winchmen  and  hatch  tenders  are  often  found  working  their 
hatches  with  booms  at  the  wrong  angle — be  ready  to  correct  this. 
See  that  booms  are  properly  plumbed  when  lifting  heavy  strong- 
backs  from  the  guides,  or  when  attempting  to  ship  them.  If  in  a 
roadstead,  vessel  feeling  the  swell,  have  guys  and  bull-ropes  rove  to 
steady  strongbacks  or  other  heavy  weights  lifted  over  the  hatches. 

Examine  all  pins  of  gin  blocks,  see  that  they  are  properly  lubri- 
cated with  plumbago. 

When  beginning  to  work  cargo,  either  in  or  out,  see  that  all 
slings,  nets,  falls,  are  in  good  order  and  that  sufficient  have  been 
supplied.  Look  after  chain  slings  carefully  in  person,  this  saves 
accidents — look  at  the  hooks,  see  that  jaws  have  not  been  opened,  if 
so,  discard. 

Look  after  hatch  boards  and  skids. 

Working  Cargo.  When  the  vessel  is  working  cargo, 
whether  with  crew  or  stevedores,  the  Chief  Mate  is  in 
responsible  charge.  He  is  responsible  for  the  good  con- 
dition of  the  gear,  the  proper  stowage  of  the  cargo,  and  the 
lawful  handling,  stowage,  and  carriage  of  combustibles.  He 
should  inform  himself  on  this  point. 

Whistle  Signals.  It  is  well,  when  working  cargo,  in  cases 
where  the  Chief  Mate  takes  active  direction  of  operations, 
such  as  taking  in  or  discharging  extra  heavy  weights,  to 
use  a  whistle  signal  when  communicating  with  the  winch 


82  THE  MEN  ON  DECK 

and  hatch  men.     Excessive  singing  out  and  undue  noise  of 
any  kind  indicates  raw  work  and  lack  of  real  seamanship. 

Engages  Stevedores.  In  many  trades  the  Chief  Mate 
engages  the  Stevedores  and  keeps  a  record  of  their  time. 

Care  of  Cargo.  At  the  close  of  the  working  day  the  Chief 
Mate  should  see  that  the  hatches  are  properly  covered,  the 
tarpaulins  laid  smooth  and  in  proper  number,  and  securely 
wedged,  with  battens,  if  necessary. 

During  the  day,  or  at  any  time  while  the  hatches  are 
open  while  working  cargo,  or  otherwise,  if  rain  is  impending, 
the  Chief  Mate  should  use  his  judgment  about  covering 
hatches  in  which  perishable  cargo  is  exposed.  He  should 
also  keep  an  eye  on  lighters  alongside,  and  see  that  the 
lightermen  cover  their  cargoes  in  plenty  of  time. 

Scuppers,  outboard  discharge  pipes,  as  from  the  circu- 
lating pump,  should  be  considered  when  lighters  carrying 
perishable  cargo  are  alongside. 

It  is  difficult  often  to  establish  the  truth  in  regard  to 
claims  for  damaged  cargo,  and  blame  often  attaches  to  the 
ship,  with  resulting  loss  to  the  owners.  This  is  often  the 
case  abroad — lightermen  and  consignees  are  often  of  the 
same  nationality — great  care  in  safeguarding  the  interests 
of  the  owners  and  the  shippers  is  necessary. 

Duty  to  Cargo.  The  Chief  Mate  who  establishes  a  record 
for  the  care  of  cargo  stamps  himself  as  a  man  of  reliable 
qualities — one  who  is  bound  to  gain  the  confidence  of  his 
superiors  and  owners. 

Too  much  attention  cannot  be  paid  to  this  important 
part  of  the  duty  of  a  sea  officer  in  the  Merchant  Service. 
The  duty  to  cargo  is  a  trust  that  should  be  impressed  upon 
the  minds  of  all  members  of  the  crew. 

Many  officers,  in  charge  of  cargo  work,  look  upon  this 
part  of  their  duty  as  a  necessary  nuisance — something  to 
be  bothered  with  as  little  as  possible.  On  the  other  hand, 


THE  CHIEF  MATE  83 

an  alert  officer  can  prevent  damage,  and  consequent  loss  to 
owners,  amounting  to  more  than  his  salary  on  every  voyage. 
The  Chief  Mate  should  so  regulate  the  hold  duty,  that 
the  junior  officers  can  relieve  each  other,  and  get  the  maxi- 
mum amount  of  liberty.  In  ships  so  conducted,  officers  do 
not  mind  attending  to  business  while  on  duty.  Where  hold 
duty  is  conducted  on  the  chain  gang  system — all  work  and 
no  leave — the  owners  suffer;  so  does  the  reputation  of  the 
Chief  Mate. 

Pilfering  of  Cargo.  In  many  trades  pilfering  from  the 
cargo  has  become  a  science.  Wine  casks  are  sprung  out  of 
true  and  the  contents  made  away  with,  hoops  are  knocked 
loose  and  holes  are  drilled.  In  ports  where  the  junk  boat 
nuisance  still  prevails,  vessels  working  cargo  of  all  kinds  are 
the  victims  of  wholesale  thievery.  This  sort  of  thing  can 
only  be  stopped  by  vigilant  supervision  on  the  part  of  the 
officers  of  the  vessel.  Only  reliable  men  should  be  put  in 
the  holds  as  watchmen.  Offenders  who  are  caught  should 
be  prosecuted — not  merely  discharged.  The  broaching  of 
cargo  by  the  crew  is  a  serious  offense. 

The  loss  must  be  made  good,  and  the  offender  may  be 
sentenced  to  a  year  in  jail. 

Accidents;  Damage  to  Cargo.  Accidents  resulting  in 
loss  of  cargo,  or  damage  to  same  due  to  the  fault  of  the 
vessel's  tackle,  due  to  rain,  washing  of  the  ship's  decks,  dis- 
charge through  leaking  scuppers,  are  blamable  to  the  Chief 
Mate  and  through  him  to  the  Master  and  owners  of  the 
vessel. 

Stowage  of  Cargo.  When  stowing  or  discharging  cargo 
the  Chief  Mate  should  keep  in  mind  the  trim  and  stability 
of  the  vessel.  When  any  question  as  to  her  seaworthy  con- 
dition arises,  he  should  report  the  fact  to  the  Master  without 
delay. 

Freeboard.  The  freeboard  in  American  steamers  is  fixed 
by  rules  of  the  underwriters.  The  load  line  should  not 


84  THE  MEN  ON  DECK 

be  submerged  (except  in  fresh  water,  when  the  vessel  is  to 
go  out  in  salt  water.  The  Chief  Mate  should  know  the  rule 
governing  loading  for  a  salt  water  voyage  in  a  fresh  water 
port). 

Cargo  Diagrams.  In  taking  aboard  cargo  to  be  de- 
livered at  a  number  of  different  ports,  the  hold  diagrams 
are  very  important.  Such  diagrams  of  cargo  stowage 
should  be  prepared  by  the  officer  in  charge  of  the  holds  and 
submitted  to  the  Chief  Mate  for  approval. 

Invoices;  Bills  of  Lading.  The  Chief  Mate  receipts  tor 
all  consignments  of  cargo,  when  same  is  delivered  on  board 
in  ports  abroad,  or  where  no  provision  is  made  for  handling 
such  details  by  the  freight  department  of  the  company.  In 
the  tramp  this  duty  is  almost  always  placed  upon  the  Chief 
Mate.  He  is  responsible  for  the  accuracy  of  his  receipts, 
and  that  cargo  signed  for  is  in  good  condition  and  as  repre- 
sented— marks — numbers — etc.,  before  allowing  same  to  be 
stowed. 

Cargoes  are  usually  accepted  or  rejected  by  the  Mate  on 
his  own  responsibility. 

(A  case  in  point  where  sugar,  in  bags,  was  brought  alongside  on 
a  lighter,  all  nicely  stacked.  Best  bags  on  top  tier.  This  sugar 
had  been  wet  with  salt  water — and  was  rejected  on  inspection  by 
"  tasting  "  the  bags  of  the  second  tier.) 

Ventilation  of  Cargo.  The  Master  is  held  responsible  for 
the  proper  ventilation  of  cargo.  This  responsibility  is  of 
course  delegated  to  the  Chief  Mate  who  personally  is  account- 
able to  the  Master  for  the  careful  carrying  out  of  this  require- 
ment. 

Kinds  of  Cargo.  Cargoes  are  generally  classified  as 
"  Measurement  "  and  "  Dead  Weight  "  cargoes.  Most  car- 
goes are  "  General  "  or  mixed.  Then  of  course  there  are 
fluid  cargoes,  carried  in  bulk  in  tankers.  The  Chief  Mate 
who  knows  his  business,  will  have  mastered  the  various 


THE  CHIEF  MATE  85 

"  kinks  "  that  go  with  the  stowage  and  discharging  of  many 
kinds  of  cargo. 

It  is  only  possible  here  to  indicate,  in  a  brief  fashion, 
the  things  the  Chief  Mate  should  look  after  and  know  about. 

Coal  Cargo.  The  Chief  Mate  should  see  that  stow- 
age is  not  commenced  until  the  hold  has  been  properly 
prepared.  See  that  steel  masts  are  carefully  sealed,  at  the 
heel,  that  there  is  no  "  up  take  "  for  gases,  in  the  event  of 
fire.  See  that  every  possible  point  of  "  up  take  "  is  stopped 
off.  See  that  shifting  boards  are  firmly  secured.  That 
pillars  and  stanchions  are  secure,  if  they  have  been  replaced, 
and  that  the  hold,  if  length  of  passage  warrants,  is  fitted 
with  a  gas  pipe,  plugged  at  bottom  end,  for  lowering  a 
thermometer  into  the  body  of  the  cargo.  Temperatures 
should  be  taken  at  least  every  watch. 

Ventilation.     Ventilation,  on  the  surface  of  the  coal,  is 

very  necessary.     Two  ventilators,  at  least,  for  each  hold; 
an  intake  and  an  uptake  (uptake  to  windward). 

Wet  Coal.  Wet  coal  is  dangerous — it  is  specially  subject 
to  spontaneous  combustion. 

Trimming.  In  loading  coal  cargo,  where  nothing  else  is 
taken,  the  trim  of  the  vessel  should  be  carefully  watched  by 
the  Chief  Mate,  and  the  trimmers  directed  in  their  work  so 
that  no  subsequent  trimming  is  required  after  the  cargo  is 
all  on  board.  Many  kinds  of  coal  sift  down  and  flow  easily — 
this  should  be  kept  in  mind. 

Ore  Cargo.  Vessels  carrying  ore  are  usually  designed  for 
that  particular  trade.  Where  ore  is  to  be  carried  in  the 
usual  type  of  freighter,  special  care  must  be  taken  to  fit  the 
required  trunks  and  shifting  boards.  Heavy  ore  carried  in 
the  lower  holds  is  liable  to  make  a  vessel  crank,  and  the 
Chief  Mate  should  see  that  means  are  provided  for  the 
lifting  up  of  the  weights,  and  the  proper  distribution,  fore 


86  THE  MEN  ON  DECK 

and  aft.  The  usual  plan,  in  a  vessel  with  four  holds,  is  to 
fill  No.  2  and  No.  3,  and  trim  with  No.  i  and  No.  4.  This 
keeps  the  cargo  high  amidships,  and  eases  the  vessel  in  a 
seaway. 

Wooden  Steamers.  The  shipment  of  ore  cargoes  in 
vessels  of  weak  construction,  should  not  be  attempted  unless 
the  movement  of  the  ore  cannot  be  accomplished  in  any 
other  way.  The  wooden  steamers,  built  as  an  emergency 
measure,  are  a  case  in  point. 

The  highest  skill  in  loading,  stowage  and  handling  will 
be  required  for  these  vessels. 

Grain  Cargo.  The  carriage  of  grain  cargo  calls  for  special 
precautions  to  prevent  shifting.  The  British  Board  of  Trade 
and  the  underwriters  have  made  special  rules  for  the  stowage 
of  such  cargoes.  The  Chief  Mate  should  inform  himself  of 
these  rules  as  a  part  of  his  stock  of  knowledge. 

Cotton  Cargo.  The  danger  to  fire  when  loading  a  cotton 
cargo  is  great  and  every  precaution  should  be  taken.  Smok- 
ing, which  should  never  be  permitted  in  the  holds  or  about 
the  hatches  at  any  time,  should  be  specially  guarded  against 
when  loading  cotton. 

Care  should  be  taken  that  no  sparks  from  the  funnels, 
from  passing  or  nearby  tugboats,  or  from  steam  boilers  on 
the  wharf,  find  their  way  into  the  hatches.  Have  the  fire 
lines  connected  up  at  all  times  and  have  the  steam  on  the 
smothering  lines. 

Steam  is  the  best  agent  for  smothering  a  cotton  fire. 
If  a  fire  starts  do  not  wet  down  the  decks  or  side  plating. 
This  may  get  very  hot,  but  do  not  play  cold  water  on  it. 
Strains  would  be  set  up  m  the  plating  or  deck  that  might 
seriously  injure  it. 

Keep  all  oil  cans,  oily  waste,  paint,  paint  pots  or  paint 
rags  and  brushes  away  from  the  cotton. 

Keep  all  ventilator  cowls  closed,  to  prevent  sparks  finding 
their  way  into  the  cargo. 


THE  CHIEF  MATE  87 

When  hatches  are  closed  down  at  night,  or  when  batten- 
ing down  for  sea,  the  Chief  Mate  should  have  an  officer 
make  certain  that  no  fire  is  present  in  the  holds. 

All  electrical  conduits  through  the  holds  and  'tween 
decks  should  be  carefully  inspected  before  loading  a  cotton 
cargo. 

Smoke  Helmets.  The  smoke  helmets  should  be  handy 
and  in  order. 

Frozen  Cargo.  Vessels  carrying  frozen  cargo  are  lined 
and  insulated  in  the  holds  prepared  for  this  sort  of  stowage. 
All  steel  work  should  be  covered,  on  account  of  the  high 
conductivity  of  the  metal.  The  insulating  materials  are 
usually  granulated  cork,  charcoal,  silicate  cotton,  or  sawdust. 
Felt  and  cow  hair  is  also  used.  Dead  air,  if  properly 
confined,  is  an  excellent  insulating  medium. 

Care  should  be  taken  to  avoid  and  detect  fire  in  the 
insulating  material,  due  to  spontaneous  combustion. 

The  Chief  Mate  should  be  familiar  with  the  system  of 
refrigeration  used — cold-air — dry-air — ammonia — carbonic- 
anhydride — etc. 

In  some  systems  the  air  is  chilled  in  the  holds  by  piping, 
in  others  the  air  is  drawn  from  the  holds  to  a  chilling  chamber 
and  pumped  back  with  the  required  degree  of  cold. 

Chilled  Beef.  Chilled  beef  is  usually  shipped  in  quarters, 
and  must  be  suspended  from  the  deck  above  by  chains  and 
hooks. 

Frozen  Mutton.  Mutton  is  usually  shipped  in  carcases, 
frozen  stiff  and  stowed  one  on  top  of  another.  Being  hollow, 
the  interstices  provide  space  for  the  circulation  of  cold  air. 
About  15  degrees  Fahrenheit  should  be  maintained  in  the 
hold. 

General  Cargo.  Every  general  cargo  is  a  rule  unto  itself. 
The  Chief  Mate  who  knows  his  business  will  see  to  the 


88  THE  MEN  ON  DECK 

proper  stowage.  This  is  the  cargo  that  demands  care  as 
to  hold  diagrams.  The  following  points  are  recommended 
for  consideration: 

Keep  perishable  goods  clear  of  the  steel  framing. 
Cargo  liable  to  leakage  should  be  stowed  low. 

Cargo  liable  to  damage  from  heat  should  be  kept  clear  of  engine- 
room  bulkheads,  steam  lines,  and  not  stowed  close  under  upper  deck 
when  in  hot  weather  trades. 

Casks,  bung  up  and  bilge  free.  Stow  from  amidships  to  wings 
and  ends  of  hold.  Use  four  beds  for  each  cask. 

Casks,  second  tier — stow  bilge  and  cutline. 

Barrels,  hogsheads,  etc.  (63  gals.)  eight  heights. 

Puncheons  (84  gals.)  four  heights. 

Pipes,  butts,  (126  gals.)  three  tiers. 

Always  stow  barrels,  wet  or  dry,  with  head  pieces  vertical. 

Stow  with  marks  up  and  out. 

Acids,  on  deck. 

Oilskins,  on  deck. 

Matches,  on  deck. 

Hay,  on  deck. 

Heavy,  well-boxed  cargo,  low. 

Light  crates,  on  top. 

Railroad  iron,  grating  fashion. 

Dunnage,  if  needed,  10  inches  on  floors,  15  inches  in  bilges. 

Cargo  ports,  if  fitted,  blocked  off  with  dunnage. 

Care  should  be  taken  to  stow  liquors,  canned  goods,  and  things 
easily  broken  open,  in  parts  of  the  hold  and  'tween  decks  where 
they  can  be  easily  blocked  off  by  less  tempting  cargo. 

Special  Cargoes.  Cargoes  of  chemicals,  fruit,  guano,  jute, 
and  the  like,  will  require  special  care  and  consideration.  The 


.THE  CHIEF  MATE  89 

deck  officers  of  a  merchant  vessel  will  do  well  if  they  keep 
and  compare  notes  on  matters  such  as  these.  A  vast  amount 
of  information  having  to  do  with  the  important  function  of 
moving  the  products  of  the  world  is  going  begging  for  the 
want  of  suitable  recording.  Such  knowledge  carries  with  it 
the  possibility  for  great  saving.  Merchant  mariners,  owners, 
and  naval  designers  take  notice.  The  cargo  note  book  is 
an  important  part  of  the  baggage  of  an  officer. 

Munitions.  Cargoes  under  the  general  heading  of  mu- 
nitions call  for  the  most  careful  handling.  It  is  well  for  the 
Chief  Mate  to  know  just  what  is  being  stowed,  and  where. 
This  knowledge  should  be  of  use  in  exercising  increased  care 
in  the  management  and  handling  of  the  vessel.  The  Halifax 
disaster  is  a  case  in  point. 

Cost  Data.  The  Chief  Mate  who  is  on  his  job  should 
keep  cost  data  on  stevedoring,  and  in  fact  on  most  operations 
performed  on  board  ship.  He  should  know  how  many  men 
can  work  a  hatch  effectively,  and  what  their  pay  is,  and  how 
much  cargo  they  can  stow,  say  in  tons  (2,000  Ibs.)  per 
working  day: 

Cost  data  resolves  itself  into  this. 

Amount  of  work  done — any  unit;  tons  of  cargo— -sq.  ft.  of  paint. 
Number  of  men — and  pay: 

Hatchmen  at  $.00  per  hour. 

Holdmen  at  $.00  per  hour. 

Lightermen  or  truckers  at  $.00  per  hour. 

Checkers — tally  men  at  $.00  per  hour. 
Time  required  to  do  the  work. 
Kind  of  cargo  stowed. 
Port. 
Remarks — weather — sea — etc. 

Cost  data,  actually  kept,  often  is  the  foundation  for 
important  work  later  on  as  superintendent  and  manager. 


90  THE  MEN  ON  DECK 

Keeping  cost  data  is  a  good  way  to  relieve  the  monotony 
of  supervising  stevedores — it  results  in  a  note  book  of  con- 
siderable value. 

Live  Stock.  Vessels  carrying  live  stock  present  added 
problems  for  the  consideration  of  the  Chief  Mate.  He  should 
see  to  the  proper  organization  of  the  cattlemen,  their  atten- 
tion to  duty,  etc.  The  Chief  Mate  should  be  familiar  with 
the  laws  relating  to  the  carriage  of  live  stock  on  passenger 
vessels. 

Horse  slings  should  be  provided  for  valuable  animals. 
Other  cattle  taken  aboard  in  the  stream  are  often  slung 
on  board  by  the  horns  alone. 

Valuable  horses  should  be  placed  in  padded  boxes,  placed 
athwartships,  and  same  fitted  with  slings  under  the  bellies 
of  the  animals. 

Passengers.  Passengers  are  usually  the  special  care  of 
the  Purser  and  Steward.  The  Chief  Mate,  however,  should 
so  organize  the  work  of  the  ship  that  there  is  as  little  inter- 
ference with  the  passengers  as  possible.  The  Second  Mate, 
is  usually  delegated  as  baggage  officer  and  has  charge  of  the 
stowage  and  breaking  out  of  this  special  cargo. 

Tank  Steamers.  Tank  steamers,  like  everything  else, 
are  undergoing  changes  in  design,  and  each  vessel  requires 
special  study  on  the  part  of  the  officers. 

The  Chief  Mate  should  be  familiar  with  the  system  of 
piping  and  the  handling  of  the  same.  He  should  study  the 
pipe  diagrams  and  trace  out  the  lead  and  use  of  everything 
for  his  own  information. 

There  are  many  things  in  tank  steamers  not  common  to 
the  regular  run  of  sea  carriers.  The  hose  connections,  the 
method  of  trimming,  the  use  of  summer  tanks,  the  expan- 
sion trunks,  and  the  many  wrinkles  having  to  do  with  the 
care  and  management  of  tankers. 

When  going  into  dry  dock,  be  sure  and  see  that  all  tanks 


THE  CHIEF  MATE  91 

are  "  gas  free  "  before  lights  or  red  hot  rivets  are  introduced. 
This  is  done  by  steaming  them  out,  by  blowing  air  through 
them,  and  by  filling  with  water  and  pumping  same  out,  the 
oil  in  the  water,  which  should  be  overflowing,  will  run  off 
first. 

The  officer  who  is  going  into  tank  steamers,  or  is  in  that 
service  is  advised  to  get  a  small  pamphlet  by  Mr.  Herbert 
John  White,  a  British  Merchant  Marine  officer,  called  OIL 
TANK  STEAMERS,  published  by  James  Brown  and  Son, 
Glasgow,  and  for  sale  in  New  York  by  D.  Van  Nostrand 
Company  (price  $1.00).  This  is  a  very  clear  and  practical 
manual  for  the  use  of  tank  steamer  officers — one  of  the  best 
books  of  its  kind. 


CHAPTER  VIII 
THE  CHIEF  MATE  (Continued) 

Receiving  Stores.  All  stores  delivered  to  the  vessel 
should  be  received  by  the  officer  of  the  deck.  The  Chief 
Mate  should  provide  for  the  proper  receipt  and  the  proper 
entries  either  in  a  log  book  or  in  a  stores  receipt  book.  Every- 
thing should  be  checked,  weighed,  and  measured.  This 
should  be  the  basis  for  the  approval  of  bills  from  supply 
houses,  etc. 

Keys.  The  key  board  of  a  vessel  should  be  the  direct 
charge  of  the  Chief  Mate,  delegated,  if  necessary,  but  he 
should  see  that  the  keys  are  kept  in  order,  properly  marked, 
and  only  in  the  possession  of  those  entitled  to  have  them  in 
charge.  Receipts  should  be  given  for  all  keys  drawn  from 
the  key  board. 

Master  Keys.  The  master  keys  should  be  in  the  posses- 
sion of  the  Chief  Mate,  and  of  the  Master.  When  the 
Chief  Mate  goes  ashore,  the  master  keys  should  be  left 
with  the  officer  in  charge  of  the  ship  during  his  absence. 

The  key  board  is  a  fair  indication  of  the  efficiency  of 
a  vessel. 

Harbor  Regulations.  All  harbor  regulations  should  be 
observed.  It  is  the  duty  of  the  Chief  Mate  to  acquaint 
himself  with  these  rules  and  see  that  the  vessel  and  the 
crew  abide  by  them. 

Turning  To.  The  time  when  men  turn  to  and  knock  off, 
while  in  harbor,  should  be  regulated  by  the  Chief  Mate, 
subject  to  companies'  rules,  customs,  etc.  It  is  well  to  abide 

92 


THE  CHIEF  MATE  93 

strictly  to  these  rules,  but  when  the  safety  of  the  vessel,  or 
the  necessities  of  work  require  it,  extra  work  may  be  de- 
manded by  the  Chief  Mate. 

In  the  point  of  work  in  port,  and  at  sea,  for  that  matter, 
working  conditions  are  now  bound  up  in  agreements  between 
companies  and  seamen's  unions.  Much  of  this  is  necessary 
and  was  brought  about  by  abuses  practiced  upon  seamen  in 
days  past. 

The  Chief  Mate  who  gives  his  crew  a  right  deal,  and  knows  * 
how  to  handle  and  take  care  of  his  men,  never  has  any  trouble 
in  getting  work  done  after  hours.     The  answer  is  be  human — 
also  just  and  firm — no  sailor  has  any  use  for  a  jelly  fish  officer. 

Upkeep.  The  work  in  port  is  usually  confined  to  wash- 
ing down,  cleaning  up  after  the  stevedores,  preparing  holds 
for  cargo,  painting  over  the  side,  painting  the  boot-topping 
when  the  vessel  is  light,  and  cleaning  up  after  coaling.  At 
this  time  the  steering  gear  and  steering  engine  should  be 
looked  after,  cleaned  up  and  overhauled. 

Wooden  decks  should  be  washed  down  every  morning, 
as  at  sea,  especially  if  in  a  warm  port. 

Cover  the  ends  of  mooring  lines,  to  keep  out  dirt  and 
grit;  stow  superfluous  lines  below — but  handy — this  keeps 
them  away  from  harm,  and  the  junk  boats. 

Unscrew  and  stow  away  all  brass  fittings — when  in  ports 
where  these  things  can  be  disposed  of — in  most  ports  where 
the  vessel  lies  at  an  unwatched  wharf. 

All  persons  leaving  the  vessel  with  packages,  and  suit 
cases — unless  officers  or  officials — should  show  contents  to 
the  gangway  watch. 

No  one  should  be  allowed  on  the  bridge  or  bridge  deck, 
unless  there  on  business. 

Fire   Hoses,  Axes,  Buckets,  Extinguishers,  etc.    The 

Chief  Mate  is  charged  with  the  care  and  working  order  of 
the  fire-fighting  equipment  of  the  vessel. 

Fire  drills  must  be  held  as  required  by  law. 


94  THE  MEN  ON  DECK 

Life-saving  Equipment.  The  Chief  Mate  must  pay 
special  attention  to  the  condition  and  readiness  of  the  life 
boats,  and  their  equipment: 

Life  boats. 
Life  rafts. 
Life  belts. 
Ring  buoys. 
Water  lights. 
Storm-oil  tanks. 

He  should  see  that  the  bread  tins,  after  each  inspection, 
are  tightly  screwed  down,  or  the  contents  may  spoil,  or  be 
unfit  at  the  next  inspection  by  the  U.  S.  Steamboat  Inspec- 
tors. 

The  list  of  required  boat  equipment  is  a  long  one  and 
should  be  carefully  complied  with. 

The  rockets  and  line-throwing  gun  should  be  kept  in 
good  order,  lines  and  projectiles  handy;  charges  measured 
out  and  sewed  in  proper  bags  and  kept  in  a  copper  canister. 

The  boat-launching  equipment  must  be  kept  in  perfect 
working  condition,  davits,  strongbacks,  gripes  and  falls. 
The  required  tubs  must  be  provided  and  the  boat  falls 
coiled  in  them,  clear  for  running. 

The  Chief  Mate  must  organize  and  carry  out  the  required 
drills. 

After  all  drills — see  everything  secured — hoses  dried  out, 
extinguishers  recharged — if  used,  axes,  life  belts,  ring  buoys, 
life  preservers,  etc.  stowed. 

Ground  Tackle.     The  Chief  Mate  is  charged  with  the 
good  order  and  upkeep  of  the  ground  tackle. 
He  should  look  after: 

Anchors. 
Chain. 
Riding  chocks. 


THE  CHIEF  MATE  95 

Shackles. 

Pins. 

Forelocks. 

Markings  (by  turns  of  wire  on  studs),  paint  shackles  white,  as 
an  aid  in  noting  run  of  chain  at  night. 

Chain  compressors. 
Stoppers. 

Chain  should  be  ranged  when  in  dry  dock,  if  time  permits,  and 
locker  cleaned  out  and  painted.  See  that  ends  of  the  chains  are 
lashed  at  the  top  of  the  chain  locker. 

The  kedges  and  stream  anchors  should  be  where  they  can  be  got 
at.  See  that  the  necessary  gear  for  getting  them  out  is  ready  and 
stowed  handy  for  use. 

The  windlass  is  in  charge  of  the  engineers.  The  Chief  Mate 
should  understand  its  working,  and  the  Carpenter  should  also  under- 
stand it  in  every  detail. 

See  that  the  hand  gear  is  in  order  and  can  be  worked  by  the 
crew.  It  is  a  good  plan  to  try  this  out  when  opportunity  offers. 
When  the  emergency  comes  there  is  little  time  to  drill. 

When  Coming  to  Anchor,  or  Heaving  In.  The  Chief 
Mate  takes  his  station  on  the  f  'c'sle  head.  He  is  in  charge 
of  the  ground  tackle. 

Anchoring. 

Report  when  anchors  are  ready  to  let  go. 

When  anchor  has  been  let  go,  report  chain  out  as  the  shackles 
come  through  the  hawse.  When  the  anchor  is  down,  report  chain 
out.  Trend  of  chain,  etc. 

Heaving  in. 

Report,  "  Short  Stay." 

Report  the  shackles  as  they  come  to  the  water. 

Report  "  Anchor  aweigh." 

Report  "  Anchor  in  sight  "— "  clear,"  or  "  foul  anchor." 

Report  anchor  secured. 

Report  both  anchors  ready  for  letting  go, 


96  THE  MEN  ON  DECK 

A  smart  Chief  Mate  manages  his  work  on  the  f'c'sle 
head  without  any  unnecessary  singing  out.  In  large  ships 
the  telegraph  or  whistle,  or  hand  signals  are  used  between 
the  Master  on  the  bridge  and  the  Chief  Mate. 

The  "  trend  "  of  the  chain,  when  heaving  in,  should  be 
indicated  to  the  bridge  by  direction  of  the  hand.  If  heaving 
in  in  a  tide  way,  this  information  is  important,  and  the  engines 
are  used  to  assist  in  breaking  out,  while  the  vessel  is  given 
a  proper  sheer  with  the  helm. 

Coming  Alongside.  As  in  coming  to  anchor,  the  Chief 
Mate's  station  is  on  the  forecastle  head.  He  directs  the 
handling  of  the  vessel's  forward  lines,  the  operation  of  the 
capstans,  etc. 

The  Carpenter,  Boatswain,  and  about  half  of  the  deck 
crew  should  be  assigned  to  this  end  of  the  vessel. 

See  all  side  ports  closed  or  clear  above  string  piece: 
Boats  swung  in  if  necessary,  etc. 

The  Chief  Mate  carries  out  lines,  and  handles  the  warps 
and  springs  as  directed  by  the  Master,  from  the  bridge.  As 
little  calling  out  of  orders  as  possible  should  be  indulged  in. 
Where  both  Mate  and  Master  understand  their  business,  the 
coming  alongside  is  a  mere  matter  of  detail  and  works  with- 
out a  hitch.  Where  tugs  are  used,  the  Chief  Mate  should 
direct  the  taking  of  lines,  but  the  tugs  receive  their  instruc- 
tions direct  from  the  bridge. 

Study  of  tide,  wind,  and  local  conditions,  as  well  as 
knowledge  of  the  vessel  herself,  aid  in  smoothness  in  the 
performance  of  this  evolution. 

Have  handy,  heaving  lines,  cork  fenders,  and  if  necessary 
have  a  running  boat  and  crew  ready  to  carry  out  the  lines 
to  the  wharf.  Send  men  on  the  wharf  rather  than  trust  to 
help  from  casual  loiterers. 

When  Alongside.  When  alongside,  see  proper  spring 
lines  led  so  that  vessel  can  be  shifted  fore  and  aft  as  may  be 
necessary  in  the  working  of  the  cargo. 


THE  CHIEF  MATE  97 

The  proper  mooring  of  the  vessel  is  in  charge  of  the  Chief 
Mate.  He  should  satisfy  himself  that  she  is  safe,  that  the 
lines  are  disposed  in  the  best  possible  way,  free  from  chafe,  and 
that  the  vessel  will  lie  without  binding  when  at  high  water. 

Rat  Guards.  Where  necessary,  see  that  rat  guards  are 
placed  on  all  lines  without  delay. 

In  making  fast,  the  Chief  Mate  should  inform  himself 
of  the  best  position  of  the  ship  for  unloading  or  loading. 
The  location  of  the  doors,  if  the  wharf  is  covered,  with 
respect  to  the  hatches.  The  location  of  chutes,  water 
plugs,  etc. 

If  lighters  are  to  come  in  between  the  vessel  and  the 
wharf,  means  should  be  at  hand  for  breasting  off,  and  for 
providing  a  gangway  during  this  operation. 

The  Chief  Mate  must  plan  ahead,  think  of  what  is 
needed,  and  provide  for  it.  He  must  keep  such  problems 
to  himself  and  not  bother  the  Master. 

Overhang  of  the  vessel's  bow  or  stern  at  the  off-shore 
end  of  a  wharf  or  pier  should  be  considered;  lights  provided, 
fenders  handy,  and  extra  breasts,  and  bow  or  stern  lines  led 
for  safety. 

Coaling.  The  operation  of  coaling  differs  greatly  in 
different  ports  and  in  different  vessels.  The  handling  of 
the  vessel  and  the  rigging  and  care  of  the  coaling  gear  is 
a  part  of  the  duty  of  the  deck  department  and  is  under  the 
supervision  of  the  Chief  Mate.  In  ports  where  gangways 
are  led  to  the  wharf,  or  stages  swung  over  side  and  the  coal 
passed  up  in  baskets,  or  carried  up  by  the  shore  gang,  the 
problem  is  simple. 

In  ports  like  Coronel,  Chile,  where  vessels  lie  in  the 
stream  and  hoist  the  coal  up  in  canvas  slings,  considerable 
care  should  be  given  to  the  gear  and  the  leads  to  the  deck 
winches. 

Coaling  ship  is  a  partnership  affair,  and  harmonious 
working  between  the  deck  and  engineers  is  essential. 


98  THE  MEN  ON  DECK 

Where  the  vessel  lies  under  chutes,  the  trimming  and 
supervision  of  same  is  up  to  the  black  squad,  and  a  great 
deal  of  trouble  is  saved  if  this  is  done  carefully.  Where 
necessary  see  that  spars  or  camels  are  ranged  alongside  to 
give  the  vessel  the  required  distance  from  the  chutes — this 
applies  to  small  steamers  with  comparatively  narrow  beam. 

Watch  the  mooring  lines  when  coaling  under  the  chutes — 
take  in  the  slack  as  necessary. 

Entering  Dry  Dock.  When  a  vessel  is  about  to  enter  a 
dry  dock  the  heads  of  the  various  departments  should  be 
notified  in  time,  and  should  be  informed  of  the  probable 
length  of  stay  in  the  dock. 

Also  notify  U.  S.  Local  Inspectors  that  vessel  will  go  in 
dock  and  bottom  can  be  examined. 

All  refuse  should  be  put  ashore,  and  provision  made  for 
taking  care  of  any  that  may  accumulate  while  on  the  dock. 

See  that  necessary  lines,  fenders,  ladders,  etc.,  are  handy. 

Prepare  to  do  the  work  that  is  necessary  on  board  ship, 
and  best  done  while  the  vessel  is  dry,  viz., 

Paint  scuppers;  hose  reels. 

Range  cables  on  floor  of  dock,  overhaul  same. 

Clean  and  paint  or  bitumastic  the  chain  lockers. 

Have  windlass  overhauled. 

Paint  funnels;  cargo  booms,  king  posts,  etc. 

Paint  and  overhaul  boats. 

As  the  crew  of  a  merchantman  is  not  any  too  large, 
only  work  that  can  be  thoroughly  done  while  in  dock 
should  be  attempted. 

Blue  Prints.  The  blue  prints  of  the  docking  plan  should 
be  delivered  to  the  dock  master.  All  assistance  should  be 
rendered  to  the  dock  master,  and  his  instructions  carefully 
complied  with. 

If  entering  a  graving  dock,  men  will  be  needed  to  handle 
the  wale  shores. 


THE  CHIEF  MATE  99 

If  entering  a  floating  dock  the  vessel  will  rest  squarely 
upon  her  bottom. 

Straight  stemmed  vessels  can  best  be  placed  on  an  abso- 
lutely level  keel  by  swinging  a  hand  lead  over  the  stem;  the 
Chief  Mate  should  see  to  this. 

All  closets,  drains,  and  drip  pipes  should  be  shut  off. 

When  the  dock  is  dry  the  Chief  Mate  should  make  a 
careful  inspection  of  the  bottom.  If  it  is  intended  to  drain 
the  tanks;  double  bottoms,  peaks,  etc.,  the  carpenter  should 
remove  the  necessary  plugs.  As  soon  as  the  draining  is 
completed  these  should  be  replaced  and  the  Chief  Mate 
should  see  that  they  have  been  replaced  properly  by  per- 
sonal inspection.  He  should  see  that  the  plugs  are  not 
wooden  plugs — this  has  been  done. 

While  the  vessel  is  in  dry  dock,  aside  from  any  extraordi- 
nary repairs  that  may  be  made,  the  following  matters  should 
be  looked  after: 

Bottom  cleaned  and  examined. 

Note  fouling  and  state  of  previous  coatings,  and  when  last 
applied. 

Note  corrosion  and  damage. 

Outboard  valves  should  be  examined  and  reground  when  necessary. 

Rudder  pintles  and  gudgeons  should  be  carefully  examined. 
Rudder  lifted,  and  repairs  made  if  necessary. 

Stuffing  boxes  and  valves  of  the  rudder  should  be  repacked. 

Look  for  corrosion  along  the  butts  of  shell  plating.  Look  for 
corroded  rivets;  such  rivets  should  be  removed  and  new  ones  driven. 

Look  after  all  zincs  at  the  stern  frames,  valve  openings,  and  at 
the  propellers. 

Examine  struts,  propeller  shafting,  brackets,  etc. 

Painting.  It  is  essential  that  the  bottom  be  dry  before 
applying  the  anti-fouling  paints.  It  should  also  be  clean 


100  THE  MEN  ON  DECK 

and  the  paint  should  be  well  stirred  before  being  taken  in  the 
individual  buckets  of  the  painters. 

All  metal  but  the  zincs  and  the  bronze  propellers  should 
be  covered. 

Waterline.  The  waterline  should  be  properly  struck; 
nothing  looks  worse — except  perhaps  a  camouflaged  tramp — 
than  a  vessel  with  a  slovenly  line  to  her  boot  top. 

The  correct  and  neat  painting  of  the  draft  numerals  on 
stem  and  stern  should  be  seen  to. 

Docking  Notes.  It  is  well  for  the  Chief  Mate  to  keep 
"  docking  notes,"  these  will  come  in  very  handy  later  on. 

Seeing  a  vessel  out  of  water  is  vastly  different  from 
merely  inspecting  her  blue  prints. 

If  Vessel  Has  Grounded.  If  the  vessel  has  grounded 
before  going  on  the  dock,  the  greatest  care  should  be  taken 
in  her  inspection. 

The  bottom  should  be  "  sighted  ";  the  cement  on  the 
tank  bottoms  and  in  the  bilges  should  be  examined  for 
cracks. 

The  dock  master  should  be  consulted  before  weights  of 
any  kind  are  shifted  while  the  vessel  is  on  the  blocks. 

Duties  of  Chief  Mate  at  Sea.  The  duties  of  the  Chief 
Mate,  while  the  vessel  is  at  sea,  depend  upon  the  size  and 
organization  of  the  ship.  If  a  large  vessel,  he  does  not 
stand  a  bridge  watch,  but  devotes  his  entire  time  to  the 
management  of  the  deck  department  of  the  vessel.  He 
is  on  duty  all  the  time,  but  turns  in  at  night,  much  the 
same  as  the  Master. 

In  most  vessels  the  Chief  Mate  stands  a  watch,  usually 
the  four  to  eight.  This  enables  him  to  oversee  things  from 
the  bridge,  which  he  should  never  leave,  and  it  gives  him 
some  time  after  breakfast  to  look  over  the  vessel  and  outline 
the  work  of  the  boatswain. 

The  duties  of  the  watch,  the  navigation,  and  lookout, 


THE  CHIEF  MATE  101 

are  much  the  same  for  all  officers,  and  will  be  dealt  with 
under  the  chapter  on  the  Officer  of  the  Watch. 

At  sea  the  routine  of  keeping  the  vessel  clean,  of  attend- 
ing to  the  upkeep  of  hull  and  gear,  and  of  looking  after  the 
ventilation  of  the  cargo,  is  largely  a  matter  of  the  particular 
trade  in  which  she  is  engaged. 

A  vessel  jumping  from  port  to  port,  with  her  booms  up 
and  down  twice  a  week,  presents  a  different  problem  from 
the  vessel  that  keeps  at  sea  a  week  or  two  at  a  time.  The 
weather,  the  kind  of  cargo,  the  fact  that  passengers  are 
carried  or  not,  all  tend  to  modify  and  direct  the  progress 
of  work  on  board. 

Before  the  Panama  Canal  was  built,  cargo  vessels  trading 
from  the  Atlantic  Coast  to  the  West  Coast  and  the  Hawaiian 
Islands,  carried  out  a  routine  at  sea  as  comfortable  and 
settled  as  that  of  a  sailing  ship.  Weather  and  time  were  in 
their  favor  and  the  maximum  amount  of  painting  and  over- 
hauling of  gear  could  be  attended  to  between  ports. 

So  far  as  duty,  aside  from  keeping  watch  is  concerned, 
the  Chief  Mate  should  look  after  the  following: 

Have  temperature  of  holds  taken  twice  a  day — coal  cargo  every 
watch. 

Arrange  for  inspection  and  ventilation  as  weather  permits. 

Carry  on  all  work  with  as  little  interference  as  possible,  when 
passengers  are  on  board. 

Take  into  consideration  the  weather,  when  about  to  start  paint- 
ing. Always  clean  all  surfaces  before  applying  paint. 

See  a  daily  washdown  of  all  wooden  decks. 

Keep  all  canvas  dodgers  and  screens  scrupulously  white. 

Under  him  the  boatswain  carries  on  the  work  as  outlined. 

Boat  drills,  fire  drill,  etc.,  are  carried  out  under  his  direction 
while  at  sea  and  duly  entered  in  the  log. 

The  Chief  Mate  should  see  that  all  necessary  assistance  is  given 
to  the  officer  of  the  watch — when  he  stands  days  duty — in  matters 


102  TOP,  MEN  ON  DECK 

of  taking  soundings,  turning  ventilators,  setting  and  taking  in 
awnings,  heaving  the  deep  sea  lead,  etc.  Where  the  Chief  Mate 
stands  his  watch,  the  watch  officer  on  duty  during  a  day  watch  is 
technically  in  full  charge,  and  gives  his  orders  direct. 

Cooperation.  The  Chief  Mate  should  manage  his  depart- 
ment so  that  he  will  obtain  the  cooperation  of  the  heads  of 
all  other  departments  in  the  vessel,  Chief  Engineer,  Purser, 
Doctor,  Chief  Steward,  all  should  be  in  harmony.  A 
thorough  understanding  of  the  work  and  needs  of  these 
officers  helps  toward  the  smooth  working  of  a  ship. 

Conclusion.  From  the  foregoing,  it  will  be  seen  that  the 
Chief  Mate  who  attends  to  his  duty  in  every  detail  is  a  very 
busy  officer.  It  will  also  be  noted  that  he  is  not  called  upon 
to  handle  the  hose  while  washing  down  (I  have  seen  this 
done),  to  juggle  paint  brushes,  or  sew  a  seam. 

The  Chief  Mate  must  first  of  all  be  a  sailor — he  must 
know  how — his  orders  can  only  be  successfully  enforced  when 
backed  up  by  the  knowledge  and  experience  that  tell  him 
when  things  are  going  right  or  wrong. 

The  dignity  and  power  of  command  come  to  the  sea 
officer  who  is  fully  competent  and  alive  to  the  high  respon- 
sibilities of  his  calling.  Much  of  his  duty  can  be  delegated — 
its  responsibility,  however,  always  rests  with  him. 

The  Chief  Mate  who  respects  his  billet,  who  respects 
the  work  and  the  rights  of  those  under  him,  and  who  makes 
them  respect  the  ship  and  himself,  in  turn,  may  well  feel 
satisfied.  He  has  something  concrete,  something  definite, 
and  worth  while;  he  has  his  vessel  to  be  proud  of,  and  to 
reflect  credit  upon  himself  and  his  service.  Such  an  officer 
15  a  gentlemen  in  the  finest  sense  of  the  word — with  all  of 
his  duties,  and  they  are  many — he  will  find  time  to  cultivate 
ideals  and  expand  his  soul. 

The  prize  of  command  will  soon  be  his,  and  then  he  can 
look  forward  to  years  of  satisfying  service  as  Master. 


CHAPTER  IX 

RULES  OF  THE   U.   S.  SUPERVISING  INSPECTORS 
RELATING  TO  LIFESAVING 

CAPACITY  OF  LIFE  BOATS 

The  capacity  of  lifeboats  shall  hereafter  be  determined  by  an 
allowance  of  15  cubic  feet  for  each  person  carried. 

Equipment  for  lifeboats. 

All  lifeboats  on  ocean  steam  vessels  shall  be  equipped  as 
follows: 

A  properly  secured  life  line  the  entire  length  on  each  side, 
festooned  in  bights  not  longer  than  3  feet,  with  a  seine  float 
in  each  bight. 

One  painter  of  manila  rope  of  not  less  than  i\  inches  in  circum- 
ference and  of  suitable  length. 

A  full  complement  of  oars  and  two  spare  oars. 

One  set  and  a  half  of  thole  pins  or  rowlocks  attached  to  the  boat 
with  separate  chains. 

One  steering  oar  with  rowlock  or  becket  and  one  rudder  with 
tiller  or  yoke  and  yoke  lines. 

One  boat  hook  attached  to  a  staff  of  suitable  length. 

Two  life  preservers. 

Two  hatchets. 

One  galvanized-iron  bucket  with  lanyard  attached. 

One  bailer. 

Where  automatic  plugs  are  not  provided  there  shall  be  two  plugs 
secured  with  chains  for  each  drain  hole. 

One  efficient  liquid  compass  with  not  less  than  a  2-inch  card. 

One  lantern  containing  sufficient  oil  to  burn  at  least  nine  hours 
and  ready  for  immediate  use. 
f     One  can  containing  one  gallon  of  illuminating  oil. 

103 


104  THE  MEN  ON  DECK 

One  box  of  friction-matches  wrapped  in  a  waterproof  package 
and  carried  in  a  box  secured  to  the  underside  of  the  stern  thwart. 

A  wooden  breaker  or  suitable  tank  fitted  with  a  siphon,  pump,  or 
spigot  for  drawing  water,  and  containing  at  least  i  quart  of  water 
for  each  person. 

Two  enameled  drinking  cups. 

A  water-tight  receptacle  containing  2  pounds  avoirdupois  of  pro- 
visions for  each  person.  These  provisions  may  be  hard  bread  or 
United  States  Army  ration.  The  receptacle  shall  be  of  metal,  fitted 
with  an  opening  in  the  top  not  less  than  5  inches  in  diameter,  prop- 
erly protected  by  a  screw  cap  made  of  heavy  cast  brass,  with  machine 
thread  and  an  attached  double  toggle,  seating  to  a  pliable  rubber 
gasket,  which  shall  insure  a  tight  joint,  in  order  to  properly  protect 
the  contents  of  the  can. 

One  canvas  bag  containing  sailmaker's  palm  and  needles,  sail 
twine,  marline,  and  marline  spike. 

A  water-tight  metal  case  containing  12  self -igniting  red  lights 
capable  of  burning  at  least  two  minutes. 

A  sea  anchor. 

A  vessel  containing  i  gallon  of  vegetable  or  animal  oil,  so  con- 
structed that  the  oil  can  be  easily  distributed  on  the  water  and  so 
arranged  that  it  can  be  attached  to  the  sea  anchor. 

In  addition  to  the  equipment  already  required  in  lifeboats,  there 
shall  be  provided  a  hand  pump  with  a  plunger  of  not  less  than  2 
inches  in  diameter,  and  a  discharge  pipe  of  sufficient  length  to  reach 
clear  of  the  boat's  side. 

Steam  vessels  carrying  passengers  and  which  enter  the  War  Zone 
shall  have  each  and  every  lifeboat  which  is  carried  under  davits 
equipped  with  mast  and  sail  and  proper  gear  for  same,  as  required 
by  this  section. 

Food  or  provisions  to  be  carried  in  lifeboats. 

The  food  or  provisions  required  to  be  carried  in  lifeboats  may  be 
hard  bread  or  the  "  United  States  Army  Emergency  Ration."  Food 
which  produces  unusual  or  immoderate  thirst,  such  as  corned  beef, 
salt  fish,  etc.,  will  not  be  allowed,  under  any  circumstances,  as  lifeboat 
provisions. 

When  hard  bread  only  is  carried  in  the  lifeboat,  there  must  be 
provided  in  addition  thereto  at  least  ten  United  States  Army  emer- 
gency rations. 


RULES  RELATING  TO  LIFESAVING  105 

How  lifeboats  shall  be  carried. 

Lifeboats  on  cargo  steamers  shall  be  provided  with  a  separate 
set  of  davits  for  each  lifeboat  required.  When  this  requirement 
makes  it  necessary  to  install  additional  davits,  it  is  recommended 
that  the  additional  davits  be  of  the  mechanical  type,  to  facilitate 
quick  and  safe  launching.  The  old  type  of  davits  with  "  turning 
out  gear  "  is  not  considered  as  mechanical  davits. 

Additional  life-saving  equipment. 

Cargo  vessels  shall  carry  sufficient  lifeboats  to  accommodate  every 
person  on  board,  and  in  addition  thereto  shall  carry  a  sufficient  num- 
ber of  approved  life  rafts  to  accommodate  at  least  twenty-five  per 
cent  of  the  total  number  of  persons  on  board. 

Precautionary  measures. 

Before  entering  the  War  Zone  all  the  lifeboats  and  life  rafts  shall 
be  cleared  away  and  made  ready  for  launching,  and  the  master  or 
officer  in  charge,  shall  assure  himself  that  all  the  required  equipment 
is  in  the  lifeboats  and  life  rafts,  in  good  order,  and  ready  for  immediate 
service.  Steamers  which  are  not  equipped  with  mechanical  davits 
shall  have  all  the  lifeboats  swung  out  (weather  permitting)  and  ready 
for  immediate  launching  before  entering  the  War  Zone. 

Future  construction. 

Cargo  vessels  contracted  for  after  May  i,  1917,  and  serving  trades 
within  the  War  Zone,  shall  be  equipped  on  each  side  with  lifeboats  of 
sufficient  capacity  to  accommodate  all  persons  on  board  based  upon 
an  allowance  of  15  cubic  feet  per  person,  and  in  addition  thereto  shall 
be  equipped  with  a  sufficient  number  of  approved  life  rafts  to  accom- 
modate at  least  twenty-five  per  cent  of  all  persons  on  board. 

Handling  of  the  boats  and  rafts. 

All  the  boats  and  rafts  must  be  stowed  in  such  a  way  that  they 
can  be  launched  in  the  shortest  possible  time  and  that,  even  under 
unfavorable  conditions  of  list  and  trim  from  the  point  of  view  of  the 
handling  of  the  boats  and  rafts,  it  may  be  possible  to  embark  in 
them  as  large  a  number  of  persons  as  possible. 

The  arrangements  must  be  such  that  it  may  be  possible  to  launch 
on  either  side  of  the  vessel  as  large  a  number  of  boats  and  rafts  as 
possible. 


106  THE  MEN  ON  DECK 

Strength  and  operation  of  the  davits 

The  davits  shall  be  of  such  strength  that  the  boats  can  be 
lowered  with  their  full  complement  of  persons  and  equipment,  the 
vessel  being  assumed  to  have  a  list  of  15  degrees. 

The  davits  must  be  fitted  with  a  gear  of  sufficient  power  to  insure 
that  the  boat  can  be  turned  out  against  the  maximum  list  under 
which  the  lowering  of  the  boats  is  possible  on  the  vessel  in  question. 

The  Secretary  of  Commerce  is  authorized  by  the  seamen's  act  in 
specific  cases  to  exempt  existing  vessels  from  the  requirements  of 
this  section  that  the  davits  shall  be  of  such  strength  and  shall  be 
fitted  with  a  gear  of  sufficient  power  to  insure  that  the  boats  can  be 
lowered  with  their  full  complement  of  persons  and  equipment,  the 
vessel  being  assumed  to  have  a  list  of  15  degrees,  where  their  strict 
application  would  not  be  practicable  or  reasonable. 

Each  set  of  davits  shall  have  a  boat  of  the  first  class  attached  to 
it,  provided  that  the  number  of  open  boats  of  the  first  class  attached 
to  davits  shall  not  be  less  than  the  minimum  number  fixed  by 
law. 

If  it  is  neither  practicable  nor  reasonable  to  place  on  a  vessel  the 
minimum  number  of  sets  of  davits  required,  a  small  number  of  sets 
of  davits  may  be  fitted,  provided  always  that  this  number  shall  never 
be  less  than  the  minimum  number  of  open  boats  of  the  first  class 
required  by  law. 

If  a  large  proportion  of  the  persons  on  board  are  accommodated 
in  boats  whose  length  is  greater  than  50  feet,  a  further  reduction  in 
the  number  of  sets  of  davits  may  be  allowed  exceptionally,  if  the 
arrangements  are  in  all  respects  satisfactory. 

In  all  cases  in  which  a  reduction  in  the  minimum  number  of  sets 
of  davits  or  other  equivalent  appliances  required  by  the  rules  is 
allowed,  the  owner  of  the  vessel  in  question  shall  be  required  to 
prove,  by  a  test  made  in  the  presence  of  an  officer  designated  by 
the  Supervising  Inspector  General,  that  all  the  boats  can  be  efficiently 
launched  in  a  minimum  time. 

The  conditions  of  this  test  shall  be  as  follows: 

First.  The  vessel  is  to  be  upright  and  in  smooth  water. 

Second.  The  time  is  the  time  required  from  the  beginning  of  the 
removal  of  the  boat  covers,  or  any  other  operation  necessary  to  pre- 
pare the  boats  for  lowering,  until  the  last  boat  or  pontoon  raft  is 
afloat. 


RULES  RELATING  TO  LIFESAVING  107 

Third.  The  number  of  men  employed  in  the  whole  operation  must 
not  exceed  the  total  number  of  boat  hands  that  will  be  carried  on 
the  vessel  under  normal  service  conditions. 

Fourth.  Each  boat  when  being  lowered  must  have  on  board  at 
least  two  men  and  its  full  equipment  as  required  by  the  rules. 

Fifth.  The  time  allowed  for  this  test  shall  not  exceed  10  minutes. 

2  Lifeboats  swung  out — i  on  each  side. 

All  passenger  steam  vessels,  except  those  fitted  with  mechanical 
davits,  shall,  when  the  weather  permits,  have  one  of  their  lifeboats 
swung  out  on  each  side  while  at  sea,  brailed  into  a  boom  or  rail 
and  ready  for  immediate  use. 

Equivalents  for  and  weight  of  the  persons. 

In  test  for  determining  the  number  of  persons  which  a  boat 
or  pontoon  raft  can  accommodate  each  person  shall  be  assumed 
to  be  an  adult  person  wearing  a  life  preserver. 

In  verifications  of  freeboard  the  pontoon  boats  shall  be  loaded 
with  a  weight  of  at  least  165  pounds  for  each  adult  person  that  the 
pontoon  boat  is  authorized  to  carry. 

In  all  cases  two  children  under  12  years  of  age  shall  be  reckoned 
as  one  person. 

Marking  of  lifeboats. 

All  lifeboats  shall  have  the  number  of  boat  plainly  marked  or 
painted  on  each  bow,  in  figures  not  less  than  3  inches  high.  Where 
lifeboats  are  carried  on  both  sides  of  a  vessel,  lifeboat  No.  i  shall  be 
forward  on  starboard  side  of  vessel,  lifeboat  No.  2  forward  on  port 
side,  lifeboat  No.  3  next  abaft  lifeboat  No.  i  on  starboard  side,  life- 
boat No.  4  next  abaft  lifeboat  No.  2  on  port  side,  and  so  forth,  the 
odd-numbered  boats  being  on  the  starboard  side  and  the  even- 
numbered  boats  being  on  the  port  side  of  vessel.  All  lifeboats  shall 
have  their  cubic  contents  and  the  number  of  persons  such  lifeboat  is 
allowed  to  carry  plainly  marked  or  painted  on  each  bow  in  letters 
and  figures  not  less  than  three-fourths  of  an  inch  high.  All  lifeboats 
shall  also  have  the  number  of  persons  allowed  to  be  carried  plainly 
marked  or  painted  on  top  of  at  least  two  of  the  thwarts,  in  letters  and 
figures  not  less  than  3  inches  high.  When  the  letters  and  figures 
above  required  are  painted  on  lifeboats,  such  letters  and  figures  shall 
be  dark  on  a  light  ground  or  light  on  a  dark  ground. 


108  THE  MEN  ON  DECK 

Lifeboats  and  life  rafts  kept  clear  for  launching. 

The  decks  on  which  lifeboats  of  'any  class  or  life  rafts  are 
carried  shall  be  kept  clear  of  freight  or  any  other  obstruction  that 
would  interfere  with  the  immediate  launching  of  the  lifeboats  or 
life  rafts.  (R.  S.  Sees.  4405, 4488.) 

Boat-davit  falls  and  receptacles  therefor. 

It  shall  be  the  duty  of  the  master  or  officer  in  charge  of  all 
vessels  to  see  that  the  boat-davit  falls  shall  at  all  times  be  in  readiness 
for  immediate  use,  and  protected  from  ice,  and  not  painted,  and 
such  boat-davit  falls  on  all  boats  not  swung  out  at  boat  drills  shall 
be  cast  loose  and  overhauled;  and  it  shall  be  unlawful  to  stow  in 
any  lifeboat  articles  other  than  those  required  by  law  and  regulations. 
On  all  steamers  over  1,000  gross  tons,  covered  tubs,  boxes,  or  reels 
shall  be  provided  hi  which  to  stow  away  the  boat-davit  falls. 

Care  of  lifeboats. 

Lifeboats  shall  be  stripped,  cleaned,  thoroughly  overhauled, 
and  painted  at  least  once  in  every  year. 

Embarkation  of  the  passengers  in  the  lifeboats  and  rafts. 

Suitable  arrangements  shall  be  made  for  embarking  the  pas- 
sengers in  the  boats,  in  accord  with  regulations  by  the  Board  of 
Supervising  Inspectors,  with  the  approval  of  the  Secretary  of  Com- 
merce. 

In  vessels  which  carry  rafts  there  shall  be  a  number  of  rope  or 
wooden  ladders  always  available  for  use  in  embarking  the  persons 
on  to  the  rafts. 

Certificated  lifeboat  men — manning  of  the  boats. 

There  shall  be  for  each  boat  or  raft  a  number  of  lifeboat  men  at 
least  equal  to  that  specified  as  follows:  If  the  boat  or  raft  carries 
25  persons  or  less,  the  minimum  number  of  certificated  lifeboat  men 
shall  be  i;  if  the  boat  or  raft  carries  26  persons  and  less  than  41 
persons,  the  minimum  number  of  certificated  lifeboat  men  shall  be  2; 
if  the  boat  or  raft  carries  41  persons  and  less  than  61  persons,  the 
minimum  number  of  certificated  lifeboat  men  shall  be  3 ;  if  the  boat 
or  raft  carries  from  61  to  85  persons,  the  minimum  number  of  cer- 
tificated lifeboat  men  shall  be  4;  if  the  boat  or  raft  carries  from  86 
to  no  persons,  the  minimum  number  of  certificated  lifeboat  men 


RULES  RELATING  TO  LIFESAVING  109 

shall  be  5;  if  the  boat  or  raft  carries  from  in  to  160  persons,  the 
minimum  number  of  certificated  lifeboat  men  shall  be  6;  if  the 
boat  or  raft  carries  from  161  to  210  persons,  the  minimum  number  of 
certificated  lifeboat  men  shall  be  7;  and,  thereafter,  i  additional  cer- 
tificated lifeboat  man  for  each  additional  50  persons:  Provided, 
That  if  the  raft  carries  15  persons  or  less  a  licensed  officer  or  able 
seaman  need  not  be  placed  in  charge  of  such  raft:  Provided  further, 
That  one-half  the  number  of  rafts  carried  shall  have  a  capacity  of 
exceeding  15  persons. 

The  allocation  of  the  certificated  lifeboat  men  to  each  boat  and 
raft  remains  within  the  discretion  of  the  master,  according  to  the 
circumstances. 

By  "  certificated  lifeboat  man  "  is  meant  any  member  of  the  crew 
who  holds  a  certificate  of  efficiency  issued  under  the  authority  of  the 
Secretary  of  Commerce. 

In  order  to  obtain  the  special  lifeboat  man's  certificate  the  appli- 
cant must  prove  to  the  satisfaction  of  an  officer  designated  by  the 
Secretary  of  Commerce  that  he  has  been  trained  in  all  the  opera- 
tions connected  with  launching  lifeboats  and  the  use  of  oars;  that  he 
is  acquainted  with  the  practical  handling  of  the  boats  themselves; 
and,  further,  that  he  is  capable  of  understanding  and  answering  the 
orders  relative  to  lifeboat  service. 

Manning  of  boats. 

A  licensed  officer  or  able  seaman  shall  be  placed  in  charge  of  each 
boat  or  pontoon  raft;  he  shall  have  a  list  of  its  lifeboat  men,  and  other 
members  of  its  crew  which  shall  be  sufficient  for  her  safe  management, 
and  shall  see  that  the  men  placed  under  his  orders  are  acquainted 
with  their  several  duties  and  stations. 

A  man  capable  of  working  the  motor  shall  be  assigned  to  each 
motor  boat. 

The  duty  of  seeing  that  the  boats,  pontoon  rafts,  and  other  life- 
saving  appliances  are  at  all  times  ready  for  use  shall  be  assigned  to 
one  or  more  officers. 

LIFE  RAFTS 

Handling  of  the  rafts. 

All  rafts  must  be  stowed  in  such  a  way  that  they  can  be 
launched  in  the  shortest  possible  time  and  that,  even  under  unfavor- 
able conditions  of  list  and  trim  from  the  point  of  view  of  the  handling 


110  THE  MEN  ON  DECK 

of  the  rafts,  it  may  be  possible  to  embark  in  them  as  large  a  number 
of  persons  as  possible. 

The  arrangements  must  be  such  that  it  may  be  possible  to  launch 
on  either  side  of  the  vessel  as  large  a  number  of  rafts  as  possible. 

Marking  rafts. 

There  shall  be  stenciled  in  a  conspicuous  place  on  each  life  raft 
now  in  use  the  number  of  persons  said  raft  can  carry,  as  hereinafter 
provided. 

Care  of  life  rafts. 

All  life  rafts  shall  be  stripped,  cleaned,  painted,  and  thoroughly 
overhauled  at  least  once  in  every  year. 

Equipment  for  life  rafts. 

All  life  rafts  on  ocean  steam  vessels  shall  be  equipped  as 
follows: 

A  properly  secured  life  line  entirely  around  the  sides  and  ends  of 
the  raft,  festooned  to  the  gunwales  in  bights  not  longer  than  3  feet 
with  a  seine  float  in  each  bight. 

One  painter  of  manila  rope  of  2\  inches  in  circumference,  and  of 
suitable  length. 

Four  oars. 

Five  rowlocks  properly  attached. 

One  boat  hook  attached  to  a  staff  of  suitable  length. 

One  self-igniting  life-buoy  light. 

One  sea  anchor. 

A  vessel  containing  i  gallon  of  vegetable  or  animal  oil,  so  con- 
structed that  the  oil  can  be  easily  distributed  on  the  water,  and  so 
arranged  that  it  can  be  attached  to  the  sea  anchor. 

A  water-tight  receptacle  containing  2  pounds  avoirdupois  of  pro- 
visions for  each  person.  These  provisions  may  be  hard  bread  or 
United  States  Army  ration.  The  receptacle  shall  be  of  metal  and 
fitted  with  an  opening  in  the  top  not  less  than  5  inches  in  diameter, 
properly  protected  by  a  screw  cap  made  of  heavy  cast  brass,  with 
machine  thread  and  an  attached  double  toggle,  seating  to  a  pliable 
rubber  gasket,  which  shall  insure  a  tight  joint,  in  order  to  properly 
protect  the  contents  of  the  can. 

A  water-tight  receptacle  containing  i  quart  of  water  for  each 
person. 


RULES  RELATING  TO  LIFESAVING  111 

Two  enameled  drinking  cups. 

A  water-tight  metal  case  containing  six  self-igniting  red  lights 
capable  of  burning  at  least  two  minutes. 

A  water-tight  box  of  matches. 

All  loose  equipment  must  be  securely  attached  to  the  raft  to  which 
it  belongs. 

Life  preservers. 

Every  ocean  vessel  inspected  under  the  provisions  of  Title 
LII,  Revised  Statutes  of  the  United  States,  shall  be  provided  with 
one  good  life  preserver,  having  the  approval  of  the  Board  of  Super- 
vising Inspectors,  for  each  and  every  person  carried,  and  every  ocean 
vessel  carrying  passengers  shall  have  in  addition  thereto  a  number 
of  life  preservers  suitable  for  children  equal  to  at  least  10  per  cent 
of  the  total  number  of  persons  carried. 

Ring  life  buoys. 

The  number  of  ring  life  buoys  with  which  steamers  must  be 
provided  is  as  follows:  Vessels  under  400  feet  in  length,  12,  of  which 
6  must  be  luminous;  vessels  of  400  feet  in  length  and  less  than  600 
feet,  1 8,  of  which  9  must  be  luminous;  vessels  of  600  feet  in  length 
and  less  than  800  feet,  24,  of  which  12  must  be  luminous;  vessels  of 
800  feet  in  length  and  over,  30,  of  which  15  must  be  luminous. 

Ring  life  buoys  shall  not  be  permanently  secured  in  any  way,  but 
shall  be  so  placed  as  to  be  readily  accessible  in  an  emergency.  Their 
location  shall  be  plainly  indicated  in  the  vessel's  station  bill. 

One  of  the  buoys  on  each  side  of  the  vessel  shall  have  a  life  line 
attached  of  at  least  15  fathoms  in  length. 

Luminous  buoys  are  those  having  attached  an  efficient  self -igniting 
light  which  can  not  be  extinguished  in  water. 

All  the  life  buoys  and  life  jackets  shall  be  so  placed  as  to  be  readily 
accessible  to  the  persons  on  board;  their  position  shall  be  plainly 
indicated  so  as  to  be  known  to  the  persons  concerned. 

The  life  buoys  shall  always  be  capable  of  being  rapidly  cast  loose, 
and  shall  not  be  permanently  secured  in  any  way.  The  owner  of 
any  vessel  who  neglects  or  refuses  to  provide  and  equip  his  vessel 
with  such  lifeboats,  floats,  rafts,  life  preservers,  line-carrying  pro- 
jectiles, and  the  means  of  propelling  them,  drags,  pumps,  or  other 


112  THE  MEN  ON  DECK 

appliances,  as  are  required  under  the  provisions  of  this  section,  or 
under  the  regulations  of  the  Board  of  Supervising  Inspectors,  approved 
by  the  Secretary  of  Commerce,  authorized  by  and  made  pursuant 
hereto,  shall  be  fined  not  less  than  $500,  nor  more  than  $5,000,  and 
every  master  of  a  vessel  who  shall  fail  to  comply  with  the  require- 
ments of  this  section,  and  the  regulations  of  the  Board  of  Supervising 
Inspectors,  approved  by  the  Secretary  of  Commerce,  authorized 
by  and  made  pursuant  hereto,  shall  upon  conviction  be  fined  not  less 
than  $50,  nor  more  than  $500. 

Line-carrying  guns,  rockets  and  equipment. 

All  ocean  steam,  pleasure  vessels  and  ocean  steam  vessels 
carrying  passengers,  except  vessels  of  150  gross  tons  and  under,  shall 
be  provided  with  at  least  three  line-carrying  projectiles  and  the 
means  of  propelling  them,  such  as  may  have  received  the  formal 
approval  of  the  Board  of  Supervising  Inspectors. 

Rockets. 

When  approved  rockets  are  used  instead  of  guns,  there  shall  be 
in  every  case  at  least  three  of  said  rockets,  and  all  steamers  that  are 
required  under  the  law  to  carry  line-carrying  projectiles  and  the 
means  of  propelling  them  shall  be  supplied  auxiliary  thereto  with  at 
least  800  feet  of  3-inch  manila  line  for  vessels  of  over  150  and  not 
over  500  gross  tons  and  1,500  feet  of  said  line  for  steamers  above  500 
gross  tons;  and,  except  where  approved  rockets  are  provided,  with 
three  approved  service  projectile  lines  and  three  projectiles.  Such 
auxiliary  line  and  all  other  equipment  shall  be  kept  always  ready  for 
use  in  connection  with  the  gun  and  rocket,  which  lines  and  other 
equipment  shall  not  be  used  for  any  other  purpose.  (R.  S.,  4488.) 

Requirements  for  firing  tests. 

The  test  rounds  required  shall  be  fired  from  the  gun  when 
mounted  on  its  own  carriage,  lashed  as  it  would  be  in  ship- 
board use. 

The  line  shall  be  coiled,  faked,  or  reeled  in  its  own  faking  box  or 
reel,  and  the  gun,  carriage,  line  box  or  reel,  and  projectiles  shall  all 
bear  the  same  number  and  shall  be  initialed  by  the  inspector,  whose 
report  of  the  test,  giving  number,  date,  and  result,  shall  be  filed  in 
the  office  of  the  supervising  inspector  of  the  district  in  which  the  test 
is  made. 


RULES  RELATING  TO  LIFESAVING  113 

Service  lines  and  projectiles. 

Service  projectile  lines  hereafter  approved  shall  be  similar  in 
size  to  that  used  by  the  United  States  Coast  Guard,  of  not  less  than 
1,700  feet  in  length,  and  capable  of  withstanding  a  breaking  strain 
of  500  pounds,  and  the  projectile  end  shall  be  so  protected  that  line 
will  not  burn  when  fired  from  the  gun. 

The  projectiles  required  to  be  furnished  with  each  gun  shall  weigh 
not  less  than  18  pounds,  smoothly  turned  and  finished,  with  a  windage 
of  not  more  than  one  sixty-fourth  of  an  inch. 

Drill  required  with  line-carrying  gun. 

The  master  of  every  vessel  equipped  with  a  line-carrying  gun 
shall  drill  his  crew  in  the  use  thereof  and  fire  said  gun  at  least  once 
in  every  three  months,  using  one-half  the  usual  charge  of  powder  and 
any  ordinary  line  of  proper  length. 

It  shall  be  the  duty  of  the  inspectors,  at  the  annual  inspection,  to 
see  that  these  drills  are  entered  on  the' log  of  the  vessels. 

Placard  containing  instructions  for  use  of  gun  and  rocket 
apparatus. 

A  placard  containing  instructions  for  using  the  gun  and  rocket 
apparatus  required  by  the  foregoing  section  and  as  practiced  by  the 
United  States  Coast  Guard  shall  be  posted  in  the  pilot  house,  engine 
room,  and  in  the*  seamen's,  firemen's,  and  steward's  department  of 
every  steam  vessel  required  by  law  to  carry  such  gun  or  rocket  appa- 
ratus. (R.  S.,  4405.) 

Storm  oil. 

On  and  after  January  i,  1915,  ocean  vessels  of  more  than  200 
gross  tons  propelled  by  machinery  and  navigating  the  oceans  or 
gulfs  shall  carry  a  supply  of  oil  for  the  purpose  of  smoothing  the  sea 
or  quelling  the  force  of  the  waves  hi  case  of  emergency  or  necessity 
in  the  following  quantities: 

Vessels  of  over  200  and  not  over  1,000  gross  tons,  30  gallons. 

Vessels  of  over  1,000  and  not  over  3,000  gross  tons,  40  gallons. 

Vessels  of  over  3,000  and  not  over  5,000  gross  tons,  50  gallons. 

Vessels  of  over  5,000  gross  tons  shall  carry  at  least  100  gallons. 

This  oil  shall  be  accessible  and  available  at  all  times,  and  the  loca- 
tion of  the  supply  and  the  means  and  methods  of  its  distribution 
shall  be  determined  by  the  master  of  the  vessel. 


114  THE  MEN  ON  DECK 

Steamer's  name  on  equipments. 

All  the  equipments  of  a  steamer,  such  as  buckets,  hose,  axes, 
boats,  oars,  rafts,  life  preservers,  floats,  barrels,  and  tanks,  shall  be 
painted  or  branded  with  the  name  of  the  steamer  upon  which  they 
are  used.  (R.  S.,  4405.) 

Muster  roll  and  drills. 

Special  duties  for  the  event  of  an  emergency  shall  be  allotted  to 
each  member  of  the  crew. 

The  muster  list  shows  all  these  special  duties,  and  indicates,  in 
particular,  the  station  to  which  each  man  must  go,  and  the  duties 
that  he  has  to  perform. 

Before  the  vessel  sails  the  muster  list  shall  be  drawn  up  and 
exhibited,  and  the  proper  authority,  to  be  designated  by  the  Secretary 
of  Commerce,  shall  be  satisfied  that  the  muster  list  has  been  pre- 
pared for  the  vessel.  It  shall  be  posted  in  several  parts  of  the  vessel, 
and  in  particular  hi  the  crew's  quarters. 

Muster  list. 

The  muster  list  shall  assign  duties  to  the  different  members  of 
the  crew  in  connection  with — 

(a)  The  closing  of  the  water-tight  doors,  valves,  and  so  forth. 

(b)  The  equipment  of  boats  and  rafts  generally. 

(c)  The  launching  of  the  boats  attached  to  davits. 

(d)  The  general  preparation  of  the  other  boats  and  the  pontoon 
rafts. 

(e)  The  muster  of  the  passengers. 
(/)  The  extinction  of  fire. 

The  muster  list  shall  assign  to  the  members  of  the  stewards' 
department  their  several  duties  in  relation  to  the  passengers  at  a 
time  of  emergency.  These  duties  shall  include — 

(a)  Warning  the  passengers. 

(b)  Seeing  that  they  are  dressed  and  have  put  on  their  life  jackets 
in  a  proper  manner. 

(c)  Assembling  the  passengers. 

(d)  Keeping  order  in  the  passages  and  on  the  stairways,  and, 
generally,  controlling  the  movements  of  the  passengers. 

The  muster  list  shall  specify  definite  alarm  signals  for  calling  all 
the  crew  to  the  boat  and  fire  stations,  and  shall  give  full  particulars 
of  these  signals. 


RULES  RELATING  TO  LIFESAVING  115 

Musters  and  drills. 

Musters  of  the  crews  at  their  boat  and  fire  stations,  followed  by 
boat  and  fire  drills,  respectively,  shall  be  held  at  least  once  a  week, 
either  in  port  or  at  sea.  An  entry  shall  be  made  in  the  official  log 
book  of  these  drills,  or  of  the  reason  why  they  could  not  be  held. 

Different  groups  of  boats  shall  be  used  in  turn  at  successive  boat 
drills.  The  drills  and  inspections  shall  be  so  arranged  that  the  crew 
thoroughly  understand  and  are  practiced  in  the  duties  they  have 
to  perform,  and  that  all  the  boats  and  pontoon  rafts  on  the  ship 
with  the  gear  appertaining  to  them  are  alwavs  ready  for  immediate 
use. 

Stairways  and  deck  room. 

Every  such  steam-vessel  carrying  passengers  on  the  main-deck 
shall  be  provided  with  permanent  stairways  and  other  sufficient 
means,  convenient  to  the  passengers,  for  their  escape  to  their  upper 
deck,  in  case  of  the  vessel  sinking  or  of  other  accident  endangering 
life;  and  in  the  stowage  of  freight  upon  such  deck,  where  passen- 
gers are  carried,  gangways  or  passages,  sufficiently  large  to  allow 
persons  to  pass  freely  through  them,  shall  be  left  open  both  fore  and 
aft  of  the  vessel,  and  also  to  and  along  the  guards  on  each  side.  (R.  S. 
4484.) 

The  captain  or  mate  of  every  such  steam-vessel  carrying  pas- 
sengers upon  the  main-deck  shall  assign  to  all  deck-passengers,  when 
taking  passage,  the  space  on  deck  they  may  occupy  during  the 
voyage,  and  such  space  shall  not  thereafter  be  occupied  by  freight 
nor  overcrowded  by  other  persons,  nor  shall  freight  be  stowed  about 
the  boilers  or  machinery,  in  such  a  manner  as  to  obstruct  or  pre- 
vent the  engineer  from  readily  attending  to  his  duties.  (R.  S.,  4485.) 

For  every  violation  of  the  provisions  of  the  two  preceding  sec- 
tions the  owners  of  the  vessel  shall  be  punished  by  a  fine  of  three 
hundred  dollars.  (R.  S.,  4486.) 


CHAPTER  X 
PASSENGER  ACT  OF  1882 

THE  laws  governing  the  carriage  of  passengers,  explosives, 
live  stock,  etc.,  on  vessels  of  the  American  Merchant  Marine 
are  as  follows: 


Accommodations. 
Light  and  air. 
Provisions. 
Medical  attendance. 
Discipline  and  cleanliness. 


Explosives;  cattle. 

Boarding  vessel;  pasenger  list. 

Death  of  passenger. 

Inspection. 

Penalties. 


Privacy  of  passengers. 

Accommodations. 

It  shall  not  be  lawful  for  the  master  of  any  vessel  whereon  steer- 
age passengers  have  been  taken  at  any  port  or  place  in  a  foreign 
country  or  dominion  (ports  and  places  in  foreign  territory  contiguous 
to  the  United  States  excepted)  to  bring  such  vessel  and  passengers 
to  or  take  from  any  port  or  place  in  the  United  States  unless  the 
compartments,  spaces,  and  accommodations  hereinafter  mentioned 
have  been  provided,  allotted,  maintained,  and  used  for  and  by  such 
passengers  during  the  entire  voyage,  unobstructed  by  cargo,  stores, 
or  goods.  The  master  of  a  vessel  coming  to  a  port  or  place  in  the 
United  States  in  violation  of  any  of  the  provisions  of  this  section  shall 
be  deemed  guilty  of  a  misdemeanor;  and  if  the  number  of  steerage 
passengers  carried  or  brought  in  the  vessel,  or  in  any  compartment, 
space,  poop,  or  deck  house  thereof,  is  greater  than  the  number  allowed 
to  be  carried  or  brought  therein,  respectively,  as  hereinafter  prescribed, 
the  said  master  shall  be  fined  fifty  dollars  for  each  and  every  such 
passenger  in  excess  of  the  proper  number,  and  may  also  be  imprisoned 
not  exceeding  Six  months. 

First.  In  computing  the  number  of  passengers  carried  or  brought 
in  any  vessel,  children  under  one  year  of  age  shall  not  be  included, 

116 


PASSENGER  ACT  OF"  1882  117 

and  two  children  between  one  and  eight  years  of  age  shall  be  counted 
as  one  passenger;  and  any  person  brought  in  such  vessel  who  shall 
have  been,  during  the  voyage,  taken  from  any  other  vessel  wrecked  or 
in  distress  on  the  high  seas,  or  have  been  picked  up  at  sea  from  any 
boat,  raft,  or  otherwise,  shall  not  be  included  in  such  computation. 

Second.  The  expression  "  steerage  passenger "  means  all  pas- 
sengers except  cabin  passengers,  and  persons  shall  not  be  deemed 
cabin  passengers  unless  the  space  allotted  to  their  exclusive  use  is 
in  the  proportion  of  at  least  thirty-six  clear  superficial  feet  to  each 
passenger. 

Third.  The  expression  "  lowest  passenger  deck  "  means  the  deck 
next  below  the  water  line;  and  the  expression  "  passenger  deck  " 
includes  every  deck  or  portion  of  a  deck  which  is  above  the  lowest 
passenger  deck,  and  is  appropriated  for  passengers. 

Fourth.  A  vessel  shall  not  carry  passengers,  whether  cabin  or 
steerage  passengers,  on  more  than  one  deck  below  the  water  line. 

Fifth.  The  height  between  that  part  of  any  deck  on  which  steerage 
passengers  are  carried  and  the  deck  immediately  above  it  shall  not 
be  less  than  six  feet. 

Sixth.  No  steerage  passengers  shall  be  carried  on  the  lowest  pas- 
senger deck  unless  it  is  efficiently  lighted  by  side  scuttles  and  other- 
wise to  the  satisfaction  of  the  inspector. 

Seventh.  No  greater  number  of  steerage  passengers  shall  be  carried 
on  the  lowest  passenger  deck  than  in  the  proportion  of  one  steerage 
passenger  to  every  twenty-one  clear  superficial  feet  allotted  to  their 
use.  If,  however,  the  height  between  the  lowest  passenger  deck  and 
the  deck  immediately  above  it  is  less  than  seven  feet,  and  the  aper- 
tures, exclusive  of  side  scuttles,  through  which  light  and  air  are 
admitted  are  less  in  size  than  in  the  proportion  of  three  square  feet 
to  every  one  hundred  superficial  feet  of  that  deck,  no  greater  number 
of  steerage  passengers  shall  be  carried  on  that  deck  than  in  the  pro- 
portion of  one  steerage  passenger  to  every  thirty  clear  superficial 
feet  thereof,  subject  to  the  allowance  for  measurement  of  public 
rooms,  lavatories,  and  bath  rooms,  if  any,  provided  for  by  paragraph 
ten. 

Eighth.  No  greater  number  of  steerage  passengers  may  be  carried 
on  a  passenger  deck  than  in  the  proportion  of  one  steerage  passenger 
to  every  eighteen  clear  superficial  feet  of  deck  allotted  to  their  use, 
subject  to  the  allowance  for  measurement  of  public  rooms,  lavatories, 
and  bath  rooms,  if  any,  provided  for  by  paragraph  ten.  If,  however, 


118  THE  MEN  ON  DECK 

the  height  between  any  passenger  deck  and  the  deck  immediately 
above  it  be  less  than  seven  feet,  no  greater  number  of  steerage  pas- 
sengers may  be  carried  on  that  deck  than  in  the  proportion  of  one 
steerage  passenger  to  every  twenty-one  clear  superficial  feet  thereof, 
subject  to  the  allowance  for  measurement  of  public  rooms,  lavatories, 
and  bath  rooms,  if  any,  provided  for  by  paragraph  ten. 

Ninth.  A  vessel,  whatever  be  the  superficial  space  of  the  pas- 
senger decks  and  of  the  lowest  passenger  deck,  shall  not  carry  a 
greater  number  of  steerage  passengers  on  the  whole  than  in  the 
proportion  of  one  steerage  passenger  to  every  five  superficial  feet 
of  air  or  promenade  space  provided  on  a  deck  so  open  as  not  to  be 
included  in  the  tonnage  and  approved  by  the  inspector,  and  this 
space  shall  not  be  counted  or  included  in  the  area  available  for  any 
other  passengers,  or  in  other  areas  for  steerage  passengers  prescribed 
by  this  section. 

Tenth.  In  the  measurement  of  the  passenger  decks  and  of  the 
lowest  passenger  deck,  the  space  occupied  by  that  part  of  the  personal 
baggage  of  the  steerage  passengers  which  the  inspector  permits  to  be 
carried  there  shall  be  included,  and  also  on  whatever  deck  located, 
commodious  and  suitable  dining  rooms,  lounging  rooms,  smoking 
rooms,  lavatories,  toilet  rooms,  and  bath  rooms:  Provided,  That — 

(a)  The  space  in  any  place  appropriated  to  the  use  of  steerage 
passengers  in  which  they  sleep  shall  not  be  less  than  eighteen  super- 
ficial feet  in  the  case  of  the  lowest  passenger  deck  and  fifteen  super- 
ficial feet  in  the  case  of  a  passenger  deck. 

(b)  Each  space  so  included  in  the  measurement  must  be  clearly 
marked  to  the  satisfaction  of  the  inspector  as  being  exclusively 
appropriated  for  the  use  of  the  steerage  passengers. 

Eleventh.  Each  separate  compartment  in  which  steerage  passen- 
gers are  berthed  shall  be  conspicuously  marked,  showing  the  total 
area  of  such  compartments.  (Aug.  2, 1882;  Dec.  19, 1908.) 

In  every  such  steamship  or  other  vessel  there  shall  be  a  sufficient 
number  of  berths  for  the  proper  accommodation  as  hereinafter  pro- 
vided, of  all  such  passengers.  There  shall  not  be  on  any  deck  nor 
in  any  compartment  or  space  occupied  by  such  passengers  more  than 
two  tiers  of  berths.  The  berths  shall  be  properly  constructed,  and 
be  separated  from  each  other  by  partitions,  as  berths  ordinarily  are 
separated,  and  each  berth  shall  be  at  least  two  feet  in  width  and  six 
feet  in  length;  and  the  interval  between  the  floor  or  lowest  part  of 


PASSENGER  ACT  OF  1882  119 

the  lower  tier  of  berths  and  the  deck  beneath  them  shall  not  be 
less  than  six  inches,  nor  the  interval  between  each  tier  of  berths,  and 
the  interval  between  the  uppermost  tier  and  the  deck  above  it,  less 
than  two  feet  six  inches;  and  each  berth  shall  be  occupied  by  not 
more  than  one  passenger  over  eight  years  of  age;  but  double  berths 
of  twice  the  above-mentioned  width  may  be  provided,  each  double 
berth  to  be  occupied  by  no  more  and  by  none  other  than  two  women, 
or  by  one  woman  and  two  children  under  the  age  of  eight  years, 
or  by  husband  and  wife,  or  by  a  man  and  two  of  his  own  children 
under  the  age  of  eight  years,  or  by  two  men  personally  acquainted 
with  each  other.  All  the  male  passengers  upwards  of  fourteen 
years  of  age  who  do  not  occupy  berths  with  their  wives  shall  be  berthed 
in  the  fore  part  of  the  vessel,  in  a  compartment  divided  off  from  the 
space  or  spaces  appropriated  to  the  other  passengers  by  a  substantial 
and  well-secured  bulkhead;  and  unmarried  female  passengers  shall 
be  berthed  in  a  compartment  separated  from  the  spaces  occupied 
by  other  passengers  by  a  substantial  and  well-constructed  bulk- 
head, the  opening  or  communication  from  which  to  an  adjoining 
passenger  space  shall  be  so  constructed  that  it  can  be  closed  and 
secured.  Families,  however,  shall  not  be  separated  except  with 
their  consent.  Each  berth  shall  be  numbered  serially,  on  the  out- 
side berth-board,  according  to  the  number  of  passengers  that  may 
lawfully  occupy  the  berth;  and  the  berths  occupied  by  such  pas- 
sengers shall  not  be  removed  or  taken  down  until  the  expiration  of 
twelve  hours  from  the  time  of  entry,  unless  previously  inspected  within 
a  shorter  period.  For  any  violation  of  either  of  the  provisions  of 
this  section  the  master  of  the  vessel  shall  be  liable  to  a  fine  of  five 
dollars  for  each  pssenger  carried  or  brought  on  the  vessel.  (Aug.  2, 
1882;  sec.  2.) 

Light  and  air. 

Every  such  steamship  or  other  vessel  shall  have  adequate  pro- 
visions for  affording  light  and  air  to  the  passenger-decks  and  to  the 
compartments  and  spaces  occupied  by  such  passengers,  and  with 
adequate  means  and  appliances  for  ventilating  the  said  compartments 
and  spaces.  To  compartments  having  sufficient  space  for  fifty  or 
more  of  such  passengers  at  least  two  ventilators,  each  not  less  than 
twelve  inches  in  diameter,  shall  be  provided,  one  of  which  ventila- 
tors shall  be  inserted  in  the  forward  part  of  the  compartment,  and  the 
other  in  the  after  part  thereof,  and  shall  be  so  constructed  as  to 


120  THE  MEN  ON  DECK 

ventilate  the  compartment;  and  additional  ventilators  shall  be  pro- 
vided for  each  compartment  in  the  proportion  of  two  ventilators  for 
each  additional  fifty  of  such  passengers  carried  or  brought  in  the 
compartment.  All  ventilators  shall  be  carried  at  least  six  feet  above 
the  uppermost  deck  of  the  vessel,  and  shall  be  of  the  most  approved 
form  and  construction.  In  any  steamship  the  ventilating  apparatus 
provided,  or  any  method  of  ventilation  adopted  thereon,  which  has 
been  approved  by  the  proper  emigration  officers  at  the  port  or 
place  from  which  said  vessel  was  cleared,  shall  be  deemed  a  com- 
pliance with  the  foregoing  provisions;  and  in  all  vessels  carrying 
or  bringing  such  passengers  there  shall  be  properly-constructed 
hatchways  over  the  compartments  or  spaces  occupied  by  such 
passengers,  which  hatchway  shall  be  properly  covered  with  houses 
or  booby  hatches,  and  the  coamings  or  sills  of  which  shall  rise  at  least 
six  inches  above  the  deck;  and  there  shall  be  proper  companion- 
ways  or  ladders  from  each  hatchway  leading  to  the  compartments 
or  spaces  occupied  by  such  passengers;  and  the  said  companion- 
ways  or  ladders  shall  be  securely  constructed,  and  be  provided  with 
hand-rails  or  strong  rope,  and,  when  the  weather  will  permit,  such 
passengers  shall  have  the  use  of  each  hatchway  situated  over  the 
compartments  or  spaces  appropriated  to  their  use;  and  every  vessel 
carrying  or  bringing  such  passengers  shall  have  a  properly  located  and 
constructed  caboose  and  cooking-range,  or  other  cooking  apparatus, 
the  dimensions  and  capacity  of  which  shall  be  sufficient  to  provide 
for  properly  cooking  and  preparing  the  food  of  all  such  passengers. 
In  every  vessel  carrying  or  bringing  such  passengers  there  shall  be 
at  least  two  water-closets  or  privies,  and  an  additional  water-closet 
or  privy  for  every  one  hundred  male  passengers  on  board,  for  the 
exclusive  use  of  such  male  passengers,  and  an  additional  water-closet 
or  privy  for  every  fifty  female  passengers  on  board,  for  the  exclusive 
use  of  the  female  passengers  and  young  children  on  board.  The  afore- 
said water-closets  and  privies  shall  be  properly  enclosed  and  located 
on  each  side  of  the  vessel,  and  shall  be  separated  from  passengers' 
spaces  by  substantial  and  properly-constructed  partitions  or  bulk- 
heads; and  the  water-closets  and  privies  shall  be  kept  and  main- 
tained in  a  serviceable  and  cleanly  condition  throughout  the  voyage. 
For  any  violation  of  either  of  the  provisions  of  this  section,  or  for 
any  neglect  to  conform  to  the  requirements  thereof,  the  master  of 
the  vessel  shall  be  liable  to  a  penalty  not  Exceeding  two  hundred 
and  fifty  dollars.  (Sec.  3.) 


PASSENGER  ACT  OF  1882  121 

Provisions. 

An  allowance  of  good,  wholesome,  and  proper  food,  with  a  reason- 
able quantity  of  fresh  provisions,  which  food  shall  be  equal  in  value 
to  one  and  a  half  navy  rations  of  the  United  States,  and  of  fresh 
water,  not  less  than  four  quarts  per  day,  shall  be  furnished  each  of 
such  passengers.  Three  meals  shall  be  served  daily,  at  regular  and 
stated  hours,  of  which  hours  sufficient  notice  shall  be  given.  If  any 
such  passengers  shall  at  any  time  during  the  voyage  be  put  on  short 
allowance  for  food  and  water,  the  master  of  the  vessel  shall  pay  to 
each  passenger  three  dollars  for  each  and  every  day  the  passenger 
may  have  been  put  on  short  allowance,  except  in  case  of  accidents, 
where  the  captain  is  obliged  to  put  the  passengers  on  short  allow- 
ance. Mothers  with  infants  and  young  children  shall  be  furnished 
the  necessary  quantity  of  wholesome  milk  or  condensed  milk  for  the 
sustenance  of  the  latter.  Tables  and  seats  shall  be  provided  for  the 
use  of  passengers  at  regular  meals.  And  for  every  willful  viola- 
tion of  any  of  the  provisions  of  this  section  the  master  of  the  vessel 
shall  be  deemed  guilty  of  a  misdemeanor  and  shall  be  fined  not  more 
than  five  hundred  dollars,  and  be  imprisoned  for  a  term  not  exceed- 
ing six  months.  The  enforcement  of  this  penalty,  however,  shall 
not  affect  the  civil  responsibility  of  the  master  and  owners  of  the 
vessel  to  such  passengers  as  may  have  suffered  from  any  negligence, 
breach  of  contract,  or  default  on  the  part  of  such  masters  and 
owners.  (Sec.  4.) 

Medical  attendance. 

In  every  such  steamship  or  other  vessel  there  shall  be  properly 
built  and  secured,  or  divided  off  from  other  spaces,  two  compartments 
or  spaces  to  be  used  exclusively  as  hospitals  for  such  passengers,  one 
for  men  and  the  other  for  women.  The  hospitals  shall  be  located  in 
a  space  not  below  the  deck  next  below  the  main  deck  of  the  vessel. 
The  hospital  spaces  shall  in  no  case  be  less  than  in  the  proportion 
of  eighteen  clear  superficial  feet  for  every  fifty  such  passengers  who 
are  carried  or  brought  on  the  vessel,  and  such  hospitals  shall  be 
supplied  with  proper  beds,  bedding,  and  utensils,  and  be  kept  so 
supplied  throughout  the  voyage.  And  every  steamship  or  other 
vessel  carrying  or  bringing  emigrant  passengers,  or  passengers  other 
than  cabin  passengers,  exceeding  fifty  in  number,  shall  carry  a  duly 
qualified  and  competent  surgeon  or  medical  practitioner,  who  shall 
be  rated  as  such  in  the  ship's  articles,  and  who  shall  be  provided  with 


122  THE  MEN  ON  DECK 

surgical  instruments,  medical  comforts,  and  medicines  proper  and 
necessary  for  diseases  and  accidents  incident  to  sea-voyages,  and  for 
the  proper  medical  treatment  of  such  passengers  during  the  voyage, 
and  with  such  articles  of  food  and  nourishment  as  may  be  proper 
and  necessary  for  preserving  the  health  of  infants  and  young  children; 
and  the  services  of  such  surgeon  or  medical  practitioner  shall  be 
promptly  given,  in  any  case  of  sickness  or  disease,  to  any  of  the 
passengers,  or  to  any  infant  or  young  child  of  any  such  passengers, 
who  may  need  his  services.  For  a  violation  of  either  of  the  provisions 
of  this  section  the  master  of  the  vessel  shall  be  liable  to  a  penalty 
not  exceeding  two  hundred  and  fifty  dollars.  (Sec.  5.) 

Discipline  and  cleanliness. 

The  master  of  every  such  steamship  or  other  vessel  is  authorized 
to  maintain  good  discipline  and  such  habits  of  cleanliness  among  such 
passengers  as  will  tend  to  the  preservation  and  promotion  of  health, 
and  to  that  end  he  shall  cause  such  regulations  as  he  may  adopt 
for  such  purpose  to  be  posted  up  on  board  the  vessel,  in  a  place  or 
places  accessible  to  such  passengers,  and  shall  keep  the  same  so  posted 
up  during  the  voyage.  The  said  master  shall  cause  the  compart- 
ments and  spaces  provided  for,  or  occupied  by,  such  passengers  to 
be  kept  at  all  times  in  a  clean  and  healthy  condition,  and  to  be,  as 
often  as  may  be  necessary,  disinfected  with  chloride  of  lime,  or  by 
some  other  equally  efficient  disinfectant.  Whenever  the  state 
of  the  weather  will  permit,  such  passengers  and  their  bedding  shall 
be  mustered  on  deck,  and  a  clear  and  sufficient  space  on  the  main 
or  any  upper  deck  of  the  vessel  shall  be  set  apart,  and  so  kept,  for 
the  use  and  exercise  of  such  passengers  during  the  voyage.  For 
each  neglect  or  violation  of  any  of  the  provisions  of  this  section  the 
master  of  the  vessel  shall  be  liable  to  a  penalty  not  exceeding  two 
hundred  and  fifty  dollars.  (Sec.  6.) 

Privacy  of  passengers. 

Neither  the  officers,  seamen,  nor  other  persons  employed  on  any 
such  steamship  or  other  vessel  shall  visit  or  frequent  any  part  of  the 
vessel  provided  or  assigned  to  the  use  of  such  passengers,  except  by 
the  direction  or  permission  of  the  master  of  such  vessel  first  made  or 
given  for  such  purpose;  and  every  officer/seaman,  or  other  per- 
son employed  on  board  of  such  vessel  who  shall  violate  the  provisions 


PASSENGER  ACT  OF  1882  123 

of  this  section  shall  be  deemed  guilty  of  a  misdemeanor,  and  may 
be  fined  not  exceeding  one  hundred  dollars,  and  be  imprisoned  not 
exceeding  twenty  days,  for  each  violation;  and  the  master  of  such 
vessel  who  directs  or  permits  any  officer,  seaman,  or  other  person 
employed  on  board  the  vessel  to  visit  or  frequent  any  part  of  the 
vessel  provided  for  or  assigned  to  the  use  of  such  passengers,  or  the 
compartments  or  spaces  occupied  by  such  passengers,  except  for  the 
purpose  of  doing  or  performing  some  necessary  act  or  duty  as  an 
officer,  seaman,  or  other  person  employed  on  board  of  the  vessel, 
shall  be  deemed  guilty  of  a  misdemeanor,  and  may  be  fined  not  more 
than  one  hundred  dollars  for  each  time  he  directs  or  permits  the  pro- 
visions of  this  section  to  be  violated.  A  copy  of  this  section,  written 
or  printed  in  the  language  or  principal  languages  of  the  passengers 
on  board,  shall,  by  or  under  the  direction  of  the  master  of  the  vessel, 
be  posted  in  a  conspicuous  place  on  the  forecastle  and  in  the  several 
parts  of  the  vessel  provided  and  assigned  for  the  use  of  such 
passengers,  and  in  each  compartment  or  space  occupied  by  such 
passengers,  and  the  same  shall  be  kept  so  posted  during  the 
voyage;  and  if  the  said  master  neglects  so  to  do,  he  shall  be 
deemed  guilty  of  a  misdemeanor,  and  shall  be  fined  not  more 
than  one  hundred  dollars.  (Sec.  7.) 

Explosives;  cattle. 

It  shall  not  be  lawful  to  take,  carry,  or  have  on  board  of  any 
such  steamship  or  other  vessel  any  nitro-glycerine,  dynamite,  or  any 
other  explosive  article  or  compound,  nor  any  vitriol  or  like  acids,  nor 
gunpowder,  except  for  the  ship's  use,  nor  any  article  or  number  of 
articles,  whether  as  a  cargo  or  ballast,  which,  by  reason  of  the  nature 
or  quantity  or  mode  of  storage  thereof,  shall,  either  singly  or  collec- 
tively, be  likely  to  endanger  the  health  or  lives  of  the  passengers 
or  the  safety  of  the  vessel,  and  horses,  cattle,  or  other  animals  taken 
on  board  of  or  brought  in  any  such  vessel  shall  not  be  carried  on  any 
deck  below  the  deck  on  which  passengers  are  berthed,  nor  in  any 
compartment  in  which  passengers  are  berthed,  nor  in  any  adjoining 
compartment  except  in  a  vessel  built  of  iron,  and  of  which  the  com- 
partments are  divided  off  by  water-tight  bulkheads  extending  to  the 
upper  deck.  For  every  violation  of  any  of  the  provisions  of  this  sec- 
tion the  master  of  the  vessel  shall  be  deemed  guilty  of  a  misdemeanor, 
and  shall  be  fined  not  exceeding  one  thousand  dollars,  and  be  im- 
prisoned for  a  period  not  exceeding  one  year.  (Sec.  8.) 


124  THE  MEN  ON  DECK 

Boarding  vessel;  passenger  list. 

It  shall  not  be  lawful  for  the  master  of  any  such  steamship  or 
other  vessel,  not  in  distress,  after  the  arrival  of  the  vessel  within  any 
collection  district  of  the  United  States,  to  allow  any  person  or  persons 
except  a  pilot,  officer  of  the  customs,  or  health  officer,  agents  of  the 
vessel,  and  consuls,  to  come  on  board  of  the  vessel,  or  to  leave  the 
vessel,  until  the  vessel  has  been  taken  in  charge  by  an  officer  of  the 
customs,  nor,  after  charge  so  taken,  without  leave  of  such  officer, 
until  all  the  passengers,  with  their  baggage,  have  been  duly  landed 
from  the  vessel;  and  on  the  arrival  of  any  such  steamship  or  other 
vessel  within  any  collection  district  of  the  United  States,  the  master 
shall  submit  for  inspection  to  the  officer  of  customs  who  first  makes 
demand  therefor,  and  shall  subsequently  deliver  with  his  manifest 
of  cargo  on  entry,  a  correct  list,  signed  and  verified  on  oath  by  the 
master,  of  all  passengers  taken  on  board  the  vessel  at  any  foreign 
port  or  place,  specifying,  in  the  manner  to  be  prescribed  from  time 
to  time  by  the  Secretary  of  Commerce,  the  name  of  each  passenger, 
age  (if  a  child  of  eight  years  or  under),  sex,  married  or  single,  loca- 
tion of  compartment  or  space  occupied  during  the  voyage  (if  the 
passenger  be  other  than  a  cabin  passenger),  whether  a  citizen  of  the 
United  States,  number  of  pieces  of  baggage,  and  if  any  passenger 
die  on  the  voyage  the  list  shall  specify  the  name,  age,  and  cause  of 
death  of  each  deceased  passenger.  For  a  violation  of  either  of  the 
provisions  of  this  section,  or  for  permitting  or  neglecting  to  prevent  a 
violation  thereof,  the  master  of  the  vessel  shall  be  liable  to  a  fine 
not  exceeding  one  thousand  dollars.  (Feb.  9,  1905;  sec.  9.) 

The  Secretary  of  Commerce  is  hereby  authorized  and  directed 
to  prescribe  from  time  to  time  and  enforce  regulations  governing 
the  boarding  of  vessels  arriving  at  the  seaports  of  the  United  States, 
before  such  vessels  have  been  properly  inspected  and  placed  in 
security,  and  for  that  purpose  to  employ  any  of  the  officers  of  that 
Department.  (Mar.  31,  1900;  Feb.  14,  1003;  sec.  10.) 

Each  person  violating  such  regulations  shall  be  subject  to  a 
penalty  of  not  more  than  one  hundred  dollars  or  imprisonment  not 
to  exceed  six  months,  or  both,  in  the  discretion  of  the  court.  (Mar. 
31,  1000;  sec.  2.) 

This  Act  shall  be  construed  as  supplementary  to  section  nine  of 
chapter  three  hundred  and  seventy-four  of  the  Statutes  of  eighteen 


PASSENGER  ACT  OF  1882  125 

hundred  and  eighty-two,  and  section  forty-six  hundred  and  six  of 
the  Revised  Statutes,     (sec.  3.) 

Each  and  every  collector  of  customs  to  whom  shall  be  delivered 
the  manifests  or  lists  of  passengers  prescribed  by  the  twelfth  section 
of  the  act  aforesaid,  approved  March  third,  eithteen  hundred  and 
fifty-five,  shall  make  returns  from  such  manifests  or  lists  of  passengers 
to  the  Secretary  of  Commerce  of  the  United  States,  in  such  manner 
as  shall  be  prescribed  by  that  officer,  under  whose  direction  state- 
ments of  the  same  shall  be  prepared  and  published.  (May.  7,  1874; 
Feb.  14,  1903;  sec.  10.) 

Death  of  passenger. 

In  case  there  shall  have  occurred  on  board  any  such  steamship 
or  other  vessel  any  death  among  such  passengers  during  the  voyage, 
the  master  or  consignees  of  the  vessel  shall,  within  forty-eight  hours 
after  the  arrival  of  the  vessel  within  a  collection  district  of  the  United 
States,  or  within  twenty-four  hours  after  the  entry  of  the  vessel,  pay 
to  the  collector  of  customs  of  such  district  the  sum  of  ten  dollars 
for  each  and  every  such  passenger  above  the  age  of  eight  years  who 
shall  have  died  on  the  voyage  by  natural  disease;  and  the  master  or 
consignees  of  any  vessel  who  neglect;  or  refuse  to  pay  such  collector, 
within  the  times  hereinbefore  prescribed,  the  sums  of  money  aforesaid, 
shall  be  liable  to  a  penalty  of  fifty  dollars  in  addition  to  the  sum 
required  to  be  paid  as  aforesaid  for  each  passenger  whose  death 
occurred  on  the  voyage.  All  sums  of  money  paid  to  any  collector 
under  the  provisions  of  this  section  shall  be  by  him  paid  into  the 
Treasury  of  the  United  States  in  such  manner  and  under  such  regu- 
lations as  shall  be  prescribed  by  the  Secretary  of  the  Treasury. 
(Aug.  2,  1882;  sec.  10.) 

Inspection. 

The  collector  of  customs  of  the  collection  district  within  which, 
or  the  surveyor  of  the  port  at  which,  any  such  steamship  or  other 
vessel  arrives,  shall  direct  an  inspector  or  other  officer  of  the  customs 
to  make  an  examination  of  the  vessel,  and  to  admeasure  the  compart- 
ments or  spaces  occupied  by  the  emigrant  passengers,  or  passengers 
other  than  cabin  passengers,  during  the  voyage;  and  such  measure- 
ment shall  be  made  in  the  manner  provided  by  law  for  admeasuring 
vessels  for  tonnage;  and  to  compare  the  number  of  such  passengers 


126  THE  MEN  ON  DECK 

found  on  board  with  the  list  of  such  passengers  furnished  by  the  master 
to  the  customs  officer;  and  the  said  inspector  or  other  officer  shall 
make  a  report  to  the  aforesaid  collector  or  surveyor,  stating  the  port 
of  departure,  the  time  of  sailing,  the  length  of  the  voyage,  the  venti- 
lation, the  number  of  such  passengers  on  board  the  vessel,  and  their 
native  country,  respectively;  the  cubic  quantity  of  each  compart- 
ment or  space,  and  the  number  of  berths  and  passengers  in  each 
space,  the  kind  and  quality  of  the  food  furnished  to  such  passengers 
on  the  voyage;  the  number  of  deaths,  and  the  age  and  sex  of  those 
who  died  during  the  voyage,  and  of  what  disease;  and  in  case  there 
was  any  unusual  sickness  or  mortality  during  the  voyage,  to  report 
whether  the  same  was  caused  by  any  neglect  or  violation  of  the 
provisions  of  this  act,  or  by  the  want  of  proper  care  against  disease 
by  the  master  or  owners  of  the  vessel;  and  the  said  reports  shall  be 
forwarded  to  the  Secretary  of  Commerce  at  such  times  and  in  such 
manner  as  he  shall  direct.  (Feb.  14,  1903;  sec.  10.) 

Penalties. 

The  provisions  of  this  act  shall  apply  to  every  steamship  or  other 
vessel  whereon  emigrant  passengers,  or  passengers  other  than  cabin 
passengers  are  taken  on  board  at  a  port  or  place  in  the  United  States 
for  conveyance  to  any  port  or  place  in  a  foreign  country  except 
foreign  territory  contiguous  to  the  United  States,  and  shall  also 
apply  to  any  vessel  whereon  such  passengers  are  taken  on  board  at 
any  port  or  place  of  the  United  States  on  the  Atlantic  Ocean  or  its 
tributaries  for  conveyance  to  a  port  or  place  on  the  Pacific  Ocean 
or  its  tributaries,  or  vice  versa;  and  whether  the  voyage  of  said 
vessel  is  to  be  continuous  from  port  to  port  or  such  passengers  are 
to  be  conveyed  from  port  to  port  in  part  by  the  way  of  any  overland 
route  through  Mexico  or  Central  America;  and  the  said  collector 
of  customs  may  direct  an  examination  of  the  vessel  to  be  made  by 
an  inspector  or  other  officer  of  the  customs,  who  shall  make  the 
examination  and  report  whether  the  provisions  of  this  act  have  been 
complied  with  in  respect  to  such  vessel,  and  the  said  collector  is 
authorized  to  withhold  the  clearance  of  such  vessel  until  the  coming 
in  of  such  report;  and  if  the  said  report  shall  show  that  any  of  the 
provisions  of  this  act  have  not  been  complied  with,  the  collector  is 
authorized  and  directed  to  withhold  the  clearance  of  such  vessel 
until  the  said  provisions  are  complied  with; 'and  if  any  such  vessel 
leaves  the  aforesaid  port  or  place  without  having  been  duly  cleared 


PASSENGER  ACT  OF  1882  127 

by  the  collector  of  customs,  the  master  shall  be  deemed  guilty  of  a 
misdemeanor,  and  may  be  fined  not  exceeding  one  thousand  dollars, 
and  be  imprisoned  not  exceeding  one  year,  and  the  vessel  shall  be 
liable  to  seizure  and  forfeiture.  (Aug.  2,  1882;  sec.  12.) 

The  amount  of  the  several  fines  and  penalties  imposed  by  any 
section  of  this  act  upon  the  master  of  any  steamship  or  other  vessel 
carrying  or  bringing  emigrant  passengers,  or  passengers  other  than 
cabin  passengers,  for  any  violation  of  the  provisions  of  this  act,  shall 
be  liens  upon  such  vessel,  and  such  vessel  may  be  libeled  therefor  in 
any  district  court  of  the  United  States  where  such  vessel  shall  arrive 
or  depart.  (Sec.  13.) 

Carriage  of  passengers. 

The  inspectors  shall  state  in  every  certificate  of  inspection  granted 
to  steamers  carrying  passengers,  other  than  ferry-boats,  the  number 
of  passengers  of  each  class  that  any  such  steamer  has  accommo- 
dations for,  and  can  carry  with  prudence  and  safety.  (R.  S.,  4464). 

It  shall  not  be' lawful  to  take  on  board  of  any  steamer  a  greater 
number  of  passengers  than  is  stated  in  the  certificate  of  inspection; 
and  for  every  violation  of  this  provision  the  master  or  owner  shall 
be  liable,  to  any  person  suing  for  the  same,  to  forfeit  the  amount  of 
passage-money  and  ten  dollars  for  each  passenger  beyond  the  number 
allowed.  (  R.  S.,  4465.) 

Every  steam  vessel  licensed  under  the  foregoing  section  shall  carry 
and  have  on  board,  in  accessible  places,  one  life-preserver  for  every 
person  allowed  to  be  carried,  in  addition  to  those  provided  for  the 
crew  of  such  vessel.  (July  9,  1886;  sec.  2.) 


CHAPTER  XI 
THE  SECOND  MATE 

Watches.  The  Second  Mate  of  an  ocean  steamer  is 
always  a  watch  officer,  that  is,  he  is  in  responsible  charge  of 
a  watch  at  sea,  and  where  the  Chief,  Second,  and  Third 
Mates,  stand  the  watches,  his  watch  is  generally  taken  from 
Noon  until  4  P.M.,  and  from  Midnight  to  4  A.M.,  or  he 
stands  the  afternoon  and  the  mid  watches. 

Hold  Duty.  The  Second  Mate  is  in  charge  of  the  after 
holds.  His  duties,  under  the  Chief  Mate,  are  those  outlined 
in  the  duties  and  responsibilities  of  that  officer.  The  Second 
Mate  is  the  understudy  of  the  Chief  Mate  and  should  dili- 
gently prepare  himself  to  take  up  the  work  of  that  position. 
The  Second  Mate  who  is  fortunate  enough  to  be  shipmates 
with  a  top-notch  first  officer,  should  improve  every  oppor- 
tunity to  study  his  superior  and  to  perfect  himself  in  the 
difficult  duty  of  the  station  next  ahead. 

Coming  Alongside.  In  coming  alongside,  coming  to 
anchor,  docking,  etc.,  the  Second  Mate  is  in  charge  aft. 

He  should  note  the  clearance  of  the  propellers,  and  should 
promptly  report  by  voice  or  telegraph,  or  by  messenger, 
when  anything  in  his  end  of  the  ship  requires  the  attention 
of  the  Master  on  the  bridge. 

A  quartermaster,  with  semaphore  flags,  is  a  handy  means 
of  communicating  with  the  bridge  while  docking.  Red  and 
white  lights  are  sometimes  used  while  docking  at  night. 

128 


THE  SECOND  MATE  129 

The  station  aft  is  in  many  respects  the  most  important 
in  the  vessel  while  coming  along  side,  and  intelligent  handling 
of  the  lines  and  men  soon  stamps  an  officer  as  well  qualified 
in  his  profession. 

He  should  use  judgment  in  sending  ashore,  or  "  heaving/' 
small  lines,  as  the  attempt  to  put  a  heaving  line  across  too 
great  a  distance  often  results  in  dangerous  delays,  and  leads 
to  confusion. 

He  should  see  the  cork  fenders  handy,  with  men  told 
off  to  handle  them.  He  should  study  the  men  assigned  to 
his  end  of  the  ship  and  place  only  reliable  men  at  the  capstans 
and  bits.  A  man  who  can  properly  "  surge  "  a  seven-inch 
line,  under  heavy  strain  is  a  rarity  these  days. 

He  should  understand,  and  have  men  ready,  for  the 
throwing  in  and  operating  of  the  hand-steering  gear  in  case 
of  emergency. 

Cargo  Gear.  The  after  cargo  gear,  is  generally  under  the 
charge  of  the  Second  Mate,  and  he  is  in  charge  of  the  opening 
and  closing  of  the  after  cargo  hatches. 

Baggage.  The  Second  Mate  is  generally  in  charge  of  the 
handling  and  care  of  heavy  baggage,  in  vessels  in  the  pas- 
senger trade.  This  is  important  duty,  and  calls  for  care  and 
dispatch.  Such  baggage  is  whipped  ashore  as  fast  as  pos- 
sible so  that  the  customs  inspectors  are  not  delayed. 

Mail.  The  Second  Mate  is  also  charged  with  the  hand- 
ling and  stowage  of  the  mail  sacks — unless  in  a  very  large 
liner  where  special  mail  clerks  attend  to  this  duty. 

Navigating  Officer.  The  Second  Mate  is  sometimes  desig- 
nated the  "  Navigating  Officer/'  that  is,  he  is  charged  with 
the  special  care  of  the  navigating  equipment.  Corrects 
charts  from  the  "  Notices  to  Mariners "  and  assists  the 
Master  generally  in  the  navigating  duty.  He  may  be 


130  THE  MEN  ON  DECK 

required  to  wind  the  chronometers  each  morning  at  eight 
bells  and  report  them  wound  to  the  Master,  though  when 
standing  the  mid  watch,  this  duty  is  usually  attended  to  by 
the  Master  himself,  who,  in  the  Merchant  Service  is  the 
responsible  navigating  officer  of  his  vessel. 

The  Second  Mate  corrects  the  ship's  clocks  for  difference 
of  Longitude  to  noon. 

However,  the  naming  of  the  Second  Mate,  as  navigating 
officer  has  much  to  commend  it.  He  then  has  special  duties, 
and  is  charged  with  the  complete  supervision  of  the  com- 
passes, sounding  machines,  instruments,  lead  lines,  patent 
logs  and  log  lines.  He  should  perfect  himself  in  the  science 
of  navigation  and  master  the  simple  (and  to  many)  mysteri- 
ous principles  of  compass  adjustment.  He  should  be  in 
charge  of  the  deviation  log  and  prepare  the  deviation  tables 
for  each  loading  and  voyage. 


CHAPTER  XII 
THE  THIRD  MATE 

Watches.  The  Third  Mate  of  an  ocean  steamer  is  gener- 
ally a  watch  officer.  If  the  vessel  is  of  any  size,  and  the 
three  mates  stand  watch,  the  watch  from  eight  to  noon  and 
from  eight  to  midnight,  is  usually  assigned  to  the  Third 
Mate.  This  is  one  of  the  best  watches,  and  the  watch  during 
which  the  Master  is  most  likely  to  be  up  and  about.  As 
the  junior  watch  officer  is  the  least  experienced,  it  is  best 
that  he  have  the  Master  close  at  hand  in  the  event  of  anything 
unusual  occurring. 

Hold  Duty.  The  Third  Mate  is  generally  given  charge 
of  the  forward  holds,  under  the  immediate  supervision  of 
the  Chief  Mate.  Here  his  duties  are  those  outlined  in  the 
chapter  headed  Chief  Mate.  He  is  directly  under  the  mate 
and  should  use  every  effort  to  familiarize  himself  with  his 
duties  and  with  the  vessel.  He  should  carry  out  all  orders 
to  the  letter,  and  aim  to  perfect  himself  in  the  many  branches 
of  seamanship  and  navigation.  The  duty  10  cargo,  and  the 
hold  duty  is  one  of  his  most  important  charges. 

Coming  Alongside.  When  coming  alongside,  or  to 
anchor,  or  when  docking,  the  Third  Mate  is  stationed  on  the 
bridge  with  the  Master.  He  usually  attends  to  the  tele- 
graph, cons  the  quartermaster  at  the  wheel  and  looks  out 
for  the  work  on  the  bridge  generally.  This  post  is  one  of 
special  importance  for  the  young  officer  as  he  gets,  from 
close  observation,  a  splendid  opportunity  to  observe  and 
learn  the  details  of  ship  handling.  He  sees  the  mistakes  made 

131 


132  THE  MEN  ON  DECK 

fore  and  aft,  in  the  handling  of  lines,  etc.,  and  can,  if  he 
will,  profit  by  this  experience. 

Gangway.  The  Third  Mate  is  usually  charged  with  the 
getting  in  and  out  of  the  gangway,  and  with  the  safe  embarka- 
tion of  passengers.  He  must  keep  order,  and  note  who 
comes  on  board,  and  what  their  business  is  while  the  vessel 
is  being  permanently  secured  or  anchored,  and  before  the 
regular  gangway  watch  is  set. 

Signal  Officer.  While  the  duty  is  not  generally  assigned, 
it  is  a  good  plan  to  designate  the  Third  Mate  as  "  Signal 
Officer."  This  charges  him  with  the  care  and  use  of  the 
signal  flags  and  other  apparatus,  and  he  should  perfect  himself 
in  their  rapid  and  accurate  use. 

The  Third  Mate  should  master  the  hand  semaphore 
signals  and  should  see  that  at  least  two  of  the  quartermasters 
are  adept  at  this  form  of  communication.  Such  knowledge 
is  of  the  greatest  use  when  in  convoy  with  men-of-war,  and 
can  be  made  use  of  in  a  hundred  different  ways  while  lying 
at  anchor,  or  when  communicating  with  other  vessels  or 
the  shore.  So  many  seamen  are  now  familiar  with  the 
semaphore  alphabet  that  it  has  become  one  of  the  handiest 
means  of  talking  at  sea  over  moderate  distances,  and  its  use 
at  once  stamps  a  vessel  as  being  up  to  time. 

He  should  also  know  the  Morse  Code  and  be  able  to  send 
and  read  by  the  blinker  or  Morse  lamp. 

This  is  used  in  convoy  work  instead  of  wireless. 

Bridge.  The  bridge,  and  the  duties  of  the  quartermasters 
on  the  bridge  and  bridge  deck,  are  generally  delegated  to 
the  Third  Mate,  or  to  any  officer  who  may  be  junior  to  him. 
This  means  general  upkeep  and  order.  A  well-regulated  and 
well-kept  up  bridge  is  a  joy — the  reverse  is  all  too  common. 


CHAPTER  XIII 
THE  JUNIOR  OFFICERS 

MOST  vessels  now  carry  one  or  more  junior  officers,  young 
men  who  have  some  sea  experience  and  who  have  prepared 
themselves  to  a  certain  extent  in  navigation.  Many  of  them 
come  on  board  ship  with  a  very  hazy  idea  as  to  what  it  is 
all  about.  They  are  willing  enough,  but  don't  know  where 
to  begin.  They  would  be  glad  to  tail  onto  the  starboard 
main  t'gallant  buntline,  but  don't  know  just  where  it  is. 

For  such  as  these,  the  following  random  Things  to  Do 
and  to  learn  about  are  suggested: 

Do  the  things  you  are  told  to  do,  then — 

1.  Find  our  what  quartermasters  are  doing. 

2.  Look  after  hand  leads  and  lines,  are  they  marked  cor- 
rectly— accurately? 

3.  See  that  log  is  ready  for  streaming,  as  soon  as  past  the 
light  ship,  or  other  mark. 

4.  Find  switch  for  running  lights — are  they  in  order? 

5.  Look  up  log  book,  see  how  it  is  kept,  and  if  up  to  date. 

6.  See  that  note  book  on  the  bridge  is  handy. 

7.  See  if  the  clock  in  the  wheel  house,  and  chart  room  is 
correct. 

8.  Work  up  the  chronometer  error. 

9.  See  that  the  bridge  dodgers  are  properly  bent,  and  are 
clean. 

10.  See  that  the  binoculars  and  telescopes  on  the  bridge 
are  in  their  proper  places  and  are  clean. 

133 


134  THE  MEN  ON  DECK 

iz.  Find  out  where  the  Coston  lights  are  kept. 

12.  Find  out  what  are  red  and  what  are  blue  lights,  how 
many  on  board? 

13.  See  that  the  binnacle  lights  are  in  working  order. 

14.  See  that  the   automatic   fog  whistle   control  works; 
how  often  does  it  blow  when  set — is  it  according  to  law? 

15.  See  if  the  whistle  works,  don't  pull  it  unless  the  Chief 
Mate  or  the  Master  says  so. 

1 6.  Try  out  the  engine  room  telegraph — the  docking  tele- 
graph— after  notifying  the  Chief  that  you  intend  doing  so  and 
on  order  of  the  Mate  or  Master. 

17.  Find  out  what  kind  of  signals  are  used  between  the 
crow's  nest  and  the  bridge.    The  fo'c'sle  head  and  the  bridge. 

1 8.  Find  out  if  the  crow's  nest  lookout  uses  glasses — what 
kind — where  kept. 

19.  Find  out  what  sort  of  sounding  machine  is  used — how 
it  works — what  kind  of  tubes  are   used — where   the   depth 
scale  is  kept— -vhere  the  tubes  are  kept.    Look  at  the  "  leads  " 
see  if  they  are  "  armed,"  see  if  there  is  plenty  of  "  aiming  " 
handy.    What  kind — soap  or  tallow? 

20.  Overhaul   the   bridge   chests — signal — navigating — put 
them  in  better  order  than  you  found  them. 

21.  Look  after  the  patent  log — the  lines — the  rotators. 

22.  Become  familiar  with  the  entire  bridge.    Know  the 
use  of  everything  on  it. 

23.  How  are  the  compasses  adjusted?    Rectangular  mag- 
nets, or  single  magnet? 

24.  Has  the  ship  a  Flinder's  bar?    Where  is  it?    What 
is  it?    Why? 

25.  What  are  the  quadrantal  correctors?    What  do  they 
correct? 

26.  Where  are  the  distress  rockets?    Are  they  fastened 
to  their  sticks?    Where  are  the  sticks?    When  are  they  used? 
How? 


THE  JUNIOR  OFFICERS  135 

27.  Where  is  the  line-throwing  gun?    How  is  it  used? 
Where  is  the  projectile?    Where  is  the  line?    What  kind  of 
line  is  it?    Why? 

28.  How    many    lifeboats    are    on    board*     How    many 
rafts?    How  many  ring  buoys?    How  many  life  preservers? 
Why? 

29.  What  is  the  required  equipment  of  a  lifeboat?    See  if 
all  of  this  is  in  the  lifeboat  to  which  you  are  assigned  on  the 
station  bill. 

30.  What  is  the  equipment  of  a  life  raft?    How  is  it  stowed? 
How  launched? 

31.  What  is  your  station,  at  abandon  ship?    Who  is  in  your 
boat?    What  do  they  look  like?    Take  a  look  at  the  crew 
assigned  to  your  boat — know  them. 

32.  What  kind  of  davits  are  used? 

33.  What  kind  of  releasing  gear  is  used? 

34.  Are  the  gripes  easily  cast  off?    Are  the  falls  clear?    Are 
they  in  tubs,  as  required  by  law? 

35.  What  are  your  duties  in  case  of  fire?    In  case  of  fire 
in  the  holds,  to  cargo.    Find  out  about  this. 

36.  If  the  wharf  caught  fire,  and  everyone  was  ashore, 
that  is,  all  the  officers,  but  yourself.    What  would  you  do? 
Think  over  it. 

37.  Where  do  the  seamen  live,  the  firemen,  the  stewards? 
Where  is  the  "  glory  hole  "? 

38.  What  are  the  duties  of  the  boatswain? 

39.  What  are  the  duties  of  the  carpenter? 

40.  What  are  the  duties  of  the  quartermasters? 

41.  Learn  the  details  of  the  complete  economy  of  the  ves- 
sels.   How  the  crew  and  passengers  are  fed,  where  they  mess, 
where  stores  are  kept? 

42.  Learn  the  routine  in  your  department.    Why  are  things 
done  as  they  are? 


136  THE  MEN  ON  DECK 

43.  What  is  the  ship's  draft?    How  is  it  recorded? 

44.  Where  are  the  sounding  pipes?    Look  up  the  framed 
sectional  blue  print  of  the  vessel  that  ought  to  be  framed  in  the 
chart  room. 

45.  What  is  the  tons  per  inch  scale? 

46.  What  is  the  displacement  of  the  vessel? 

47.  Learn  her  complete  dimensions. 

Length  between  perpendiculars. 

Length  over  all. 

Depth  of  hold. 

Moulded  depth. 

Beam. 

Freeboard,  allowed  by  underwriters  (draft). 

Gross  tonnage. 

Net  tonnage. 

Horse-power. 

Speed. 

Coal  consumption. 

Her  most  economical  speed,  and  tons  per  day. 

Her  hold  capacity.    Holds  and  'tween  decks. 

Her  tank  capacity. 

Her  bunker  capacity. 

Her  engines.    I.H.P.  type. 

Her  boilers,  number,  type. 

Her  wireless.    Range. 

48.  What  is  the  vessel's  signal  number? 

49.  What  is  her  hailing  port? 

50.  What  is  her  rating,  when  given? 

51.  When  built?    By  whom?    Kind  of  construction? 

52.  Look  up  old  log  books  if  available.    Speed  under  dif- 
ferent kinds  of  weather  conditions. 

53.  Has  she  bilge  keels? 

54.  What    kind    of    propellers,    or    propeller?    Material? 
Pitch?    Right  handed  or  left?    How  wiH  it  send  the  vessel's 
head — going  ahead — backing? 


THE  JUNIOR  OFFICERS  137 

55.  Learn  everything  you  can  about  her  construction,  and 
equipment. 

56.  What  is  her  draft  when  light— holds  empty?    What  is 
her  stability  when  in  this  condition?    Is  her  propeller  out  of 
water  in  that  condition?    How  much?    What  is  her  light  dis- 
placement?   How  can  you  determine  her  stability — by  means 
of  shifting  weights  on  deck? 

57.  How  many  cubic  feet  to  a  ton  of  bunker  coal? 

58.  How  many  pounds  to  a  cubic  foot  of  sea  water?    Fresh 
water? 

59.  How  do  you  figure   the  cubic  capacity  of  a  lifeboat? 
How  many  cubic  feet  allowed  per  person? 

60.  What  is  the  strength  of  a  new  six-inch  manila  line? 
Of  a  five-inch  wire  hawser? 

61.  What  is  the  tensile  strength  of  mild  steel?     Of  cast 
iron?    The  compressive  strength? 

62.  Can  you  figure  out  the  safe  load  for  a  steel  boom  under 
given   conditions?     Shell   and   stiffining   given,    supports   and 
angle  given?     Safety  factor  5. 

63.  Become  familiar  with  the  fittings  of  the  holds.     Go 
in,  look  around  and  study  out  the  plan  of  construction  and  use. 

64.  Find  out  the  location  and  use  of  the  following  parts — 

Limbers. 

Limber  boards. 

Ceiling. 

Cargo  battens. 

Rose  boxes  (strums,  also  strainers). 

Intercostal  plates. 

Keelson. 

Stringers. 

Framing. 

Beams. 

Shell  plating. 

Pillars. 

Bulkheads. 

Tanks. 


138  THE  MEN  ON  DECK 

Bilges. 

Smothering  lines. 
Sounding  pipes. 
Fire  lines. 
Light  connections. 
Mast  partners. 
Mast  wedges. 
Shaft  trunk. 
Hatch  coamings. 
Hatch  strong  backs* 
Hatch  fore  and  afters. 
Hatch  battens. 
Hatch  covers. 
Wedges. 

65.  Where  do  the  steam  pipes  lead  into  the  holds? 

66.  Where  are  the  valves  located?    Which  is  which? 

67.  Where  are  the  plugs  for  cargo  clusters? 

68.  Where  are  the  cargo  clusters  kept?    How  many  are 
there? 

69.  Are  they  all  in  good  condition? 

70.  How  much  dunnage  wood  in  the  holds? 

71.  What  cargo  was  carried  last? 

72.  What  cargo  loading  or  coming  in? 

73.  How  much  and  what  kind  of  dunnage  will  be  needed? 

74.  Who  is  the  boss  stevedore?    Watch  him. 

75.  Note  where  each  ventilator  leads  to. 

76.  Get  acquainted  with  the  deck  engineers. 

77.  What  kind  of  winches  are  used? 

78.  Get  familiar  with  all  details   of  the  cargo  handling 
gear.     How  many  booms,  capacity?    Is  gear  rove  off  on  steel 
boom?    Where  is  it  stowed?    In  what  condition?    How  is  it 
rigged? 

79.  How  many  hawsers  in  the  vessel?    Where  stowed? 
In  what  condition? 


THE  JUNIOR  OFFICERS  139 

80.  How  many  wires  in  the  vessel?    What  size?    Where 
and  how  stowed? 

81.  How  does  hand  steering  gear  work?    What  type  of 
steering  engine?    How  is  it  locked  when  shifting  from  steam 
to  hand? 

82.  Are  there  wave  oil  tanks?    Where?    How  is  flow  of 
oil  controlled?    What  kind  of  oil  is  used?    How  much  on 
board?    How  much  required  by  law? 

83.  Where  are  the  following  lockers,  and  what  do  they 
contain? 

Boatswain's. 
Paint. 
Lamp. 
SaU. 

84.  Is  there  a  steam  line  running  into  the  paint  and  lamp 
lockers  for  smothering  fire? 

85.  What  kind  of  windlass  is  fitted?    How  does  it  work 
by  hand?    How  many  men  needed  to  weight  anchor  by  hand? 

86.  Do  the  gangways  abreast  of  cargo  hatches  turn  in, 
lift  out,  or  are  the  rails  and  bulwarks  stationary?    Are  the 
freeing  ports  well  oiled  and  loose? 

87.  Where  is  the  ice  plant?    What  hatch? 

88.  Where   is   the   washdeck   gear   kept?    Are   reducers 
fitted  on  salt  water  line  for  inch  and  a  half  wash  deck  hose? 

89.  Where  is  the  sand  locker? 

90.  Has  the  vessel  range  lights? 

91.  Learn  the  names    and    condition   of  the   stays  and 
shrouds.    What  strain   do   they  bear — ordinarily — when  lift- 
ing heavy  weights? 

92.  What  kind  of  coaling  gear  is  used? 

93.  Has  the  vessel  a  sea  anchor?    Was  it  over  used? 

94.  Examine  the  turnbuckle  screws  in  the  rigging.    Are 
they  covered  with  canvas?    How  old?    Are  they  whiteleaded 
and  tallowed? 


140  THE  MEN  ON  DECK 

95.  Where  are  the  slings,  chain  and  rope  kept?    In  what 
condition?    How  many? 

96.  How  many  net   slings   on   board?    What   condition? 

97.  What  happens  when  metal  becomes  fatigued?    Where 
is  this  liable  to  happen?    What  is  a  crystalline  fracture? 

98.  What  kind  of  wood  in  the  decks?    In  the  margin  or 
waterway    planks?    Know    Oregon    pine — pitch   pine— yellow 
pine — teak,  when  you  see  it. 

99.  How  are  decks  caulked?    What  kind  of  filler  is  used 
— pitch — marine  glue? 

100.  What  do  you  know  about  the  following  parts  of  a 
steamer?     Of  her  fittings,  etc.? 

Anchor  davits? 

Anchors? 

Awning  deck? 

Ballast — water — dry? 

Beams — camber  of — duty  of — theory  of — spacing — 
strength — types? 

Bilges — bilge  keels? 

Boat  chocks.     Davits — cranes? 

Bollards?    How  many,  etc? 

Bow — different  kinds — framing? 

Breast  hooks? 

Bridge — locations — names,  etc.? 

Buckled — plates — spars? 

Bulkheads?    How  many — what  kind — where? 

Bull  rope? 

Bulwarks? 

Bunkers — how  many — what  capacity — where? 

Buoyancy?    What  is  it?    Reserve  buoyancy? 

Bureau  veritas?    What  is  it?    What  does  it  do? 

Buttock  lines? 

Buttstraps? 

Cables— size  —weight — strength —studs— marking- 
shackles — forelocks — swivels? 

Cant  frames  (old  dagger  knees)? 

Cantilever  principle — where  used? 

Capstans — where — how  many — what  uses? 


THE  JUNIOR  OFFICERS  141 

Cargo — a  big  subject — takes  a  year  or  two  to  master  it. 

Catheads? 

Cattle  steamers — guards — footlocks,  etc? 

Caulking  —  tools  —  materials?  Steel  plates  —  wood 
decks?  Ceiling? 

Cement — hydraulic — asphaltic? 

Chain — slings — for  clearing  limbers,  etc.? 

Chart  house? 

Cheek  plates? 

Circulating  pumps? 

Coaling  hatches — ports — chutes? 

Coamings? 

Coefficient  of  fineness? 

Commercial  efficiency  of  a  vessel? 

Composite  construction? 

Corrosion — where  most  prevalent — how  to  keep  down? 

Dead  weight  cargo?  also  measurement  cargo? 

Decks — how  many — where — what  purpose? 

Derricks?    How  many? 

Docking — stresses — all — data? 

Dolly— what  is  it? 

Donkey  boiler — where — why? 

Doors — watertight — where — how  closed — how  con- 
trolled? 

Double  bottom?    See  plans — study. 

Doubling  plates?    Where? 

Drain  holes— in  bottom? 

Elastic  limit — of  materials  used  in  construction  of 
vessel? 

Electric  welding — how — how  strong? 

Engine — learn  all  you  can  about  it. 

Escape  holes — for  trimmers? 

Expansion  joints— bends— trunks? 

Fair  leads? 

Fans? 

Fiddley? 

Floors — rise  of? 

Flush  deck? 

Fore  foot? 

Forgings? 


142  THE  MEN  ON  DECK 

Frames?— look  them  over  when  in  the  hold. 
What  are 

Zbars? 

Bulb  angles? 

Channel  bars? 

Web  frames? 

Reverse  frames? 

Transome  frames? 
Freeboard?    How  determined? 
Freeing  ports — percentage  of  hi  bulwarks? 
Frictional,  or  skin  resistance? 
Galley?    Where — how  many? 
Garboard  strake? 
Girders? 

Grain  bulkheads? 
Gudgeons? 
Gunwale? 
Gutters? 
Half  beams? 

Hatches — how  many — where — names?    Booby  hatch? 
Hawse  pipes?    Clearing  hawse? 
Heeling? 
Hogging? 

Hydraulic  derricks — principle? 
Insulation  of  holds? 
Isherwood  system  of  framing? 

Jogged  framing? 

Jib-booms? 

Keel — kind,  plate,  bilge? 

Keelson?    Where—why? 

Knighthead  frame? 

Lapped  joints? 

Launching — how  done? 

Limbers — limber  boards? 

Lloyd's — register — rules? 

Load  line? 

Longitudinal  bulkheads— framing? 

Manholes — where — why? 

Margin  plates? 

Masts— caps— coats— holes— partners— steps— stiffen- 


THE  JUNIOR  OFFICERS  143 

ers — telescopic — wedges?  Bending  forces — Buck- 
ling —  failure  —  material  —  painting  interior  —  rake 
— strength  of? 

Natural  draft? 

Neutral  axis  of  a  beam? 

Oil  fuel—flash  point? 

Oxy-acetylene  blow  pipe — how  used? 

Paints — what  kind  used  aboard  ship — how  mixed? 
Where  stowed — How  much  used?  What  surface 
will  gallon  cover?  How  long  in  applying? 

Panting — what  is  it — have  you  noticed  it  at  sea,  etc.? 

Peak  tanks — fore  peak — what  stowed  there? 

Pillars — stations,  etc?    Their  function? 

Pintles? 

Plating — how  thick — how  joined? 

Portland  cement — same  as  hydraulic — what  uses? 

Pratigue — what  is  it? 

Propellers — how  many — what  kind — pitch — motion? 

Pressure — steam — in  deck  lines — main  boilers — 
donkey  boilers — water  pressure — under  bottom? 

Pumps — where  are  hand  pumps — what  will  they  throw 
— do  they  work? 

Quadrant  tiller — how  connected  to  steering  engine? 

Red  lead — use  of? 

Relieving  tackles  for  steering  gear — how  rove? 

Rigging — chain  plates — screws — spread  of— strength  of? 

Rivets — in  what  kind  of  shear?    Pitch — strength? 

Rolling  chocks  (bilge  keels)? 

Rudder — angle  of — balanced,  or  not — cross  head — how 
supported? 

Sanitary  tanks — where  located — how  filled? 

Scuppers  where  located?  Are  those  on  deck  house 
tops  clear? 

Scantlings — what  do  they  include? 

Shaft — bearings — stools — tube — tunnel? 

Sheathing — wood — copper? 

Sheer? 

Shell  palting? 

Skylights? 

Sounding  pipes — rods — how  marked — how  used? 


144  THE  MEN  ON  DECK 

Spar  deck? 

Sponsons? 

Steel  strength  of — tensile — shearing — compressive? 

Stem? 

Steering  gear — learn  all  about  it. 

Stern — ordinary — cruiser? 

Stoke  holds  (fire  rooms)? 

Stress? 

Strain? 

Stringers?    Duty  of? 

Surveys — purpose — by  whom? 

Sweating — cork  paint? 

Tail  shaft — where — after  gland — what? 

Tanks — how  lined — where? 

Thrust  block? 

Ventilation — how  accomplished — natural  or  blower? 

Vibration? — note  it  at  sea. 

Water  ballast — part  of  tank  data? 

Water  line? 

Water  tight  doors — where — how  managed? 

Well  decks? 

Winches? 

Yards — if  any? 

Zincs — what  used  for — why? 

A  young  officer  must  become  an  enthusiast  about  a  vessel; 
everything  on  board  must  be  known  to  him,  if  he  cares  to 
rise  in  his  profession. 


CHAPTER  XIV 
CADETS 

UNDER  the  laws  establishing  an  ocean  mail  service  certain 
vessels  so  engaged  are  required  to  carry  cadets. 
Excerpts  from  this  law  follow: 

"OCEAN  MAIL  SERVICE 

"  Said  vessels  shall  take,  as  cadets  or  apprentices,  one  American- 
born  boy,  under  twenty-one  years  of  age  for  each  one  thousand 
tons  gross  register,  and  one  for  each  majority  fraction  thereof,  who 
shall  be  educated  in  the  duties  of  seamanship,  rank  as  petty  officers, 
and  receive  such  pay  for  their  services  as  may  be  reasonable." 

The  system  of  carrying  cadets  is  sound  in  principle,  but 
in  many  instances  the  law  has  been  carried  out  according 
to  a  peculiar  interpretation  of  the  phrase  "  Shall  be  educated 
in  the  duties  of  seamanship." 

Education  is  a  term  of  wide  meaning,  but  "  seamanship  " 
or  the  "  Duties  of  Seamanship  "  is  at  least  fairly  definite. 
The  whole  cadet  system  should  be  put  upon  a  definite  basis 
of  regular  instruction,  or  else  be  done  away  with. 

Many  of  us  can  remember  a  scouting  party  hurrying 
across  West  Street  to  pick  up  a  "  cadet  "  or  two,  so  the 
good  ship  could  go  to  sea  in  full  compliance  with  the  law. 


145 


CHAPTER  XV 

LAWS  DEFINING  OFFICERS  OF  MERCHANT 
VESSELS 

Citizenship  of  officers. 

All  the  officers  of  vessels  of  the  United  States  who  shall  have  charge 
of  a  watch,  including  pilots,  shall  in  all  cases  be  citizens  of  the  United 
States.  [Metlakahtla  Indians  excepted  by  act,  March  4,  1907.] 
(R.  S.,  4131.) 

The  word  "  officers  "  shall  include  the  chief  engineer  and  each 
assistant  engineer  in  charge  of  a  watch  on  vessels  propelled  wholly 
or  in  part  by  steam;  and  after  the  first  day  of  January,  eighteen 
hundred  and  ninety-seven,  no  person  shall  be  qualified  to  hold  a 
license  as  a  commander  or  watch  officer  of  a  merchant  vessel  of  the 
United  States  who  is  not  a  native-born  citizen,  or  whose  naturaliza- 
tion as  a  citizen  shall  not  have  been  fully  completed.  (May  28, 
1896;  sec.  i.) 

In  cases  where  on  a  foreign  voyage,  or  on  a  voyage  from  an  Atlan- 
tic to  a  Pacific  port  of  the  United  States,  any  such  vessel  is  for  any 
reason  deprived  of  the  services  of  an  officer  below  the  grade  of  master, 
his  place,  or  a  vacancy  caused  by  the  promotion  of  another  officer  to 
such  place,  may  be  supplied  by  a  person  not  a  citizen  of  the  United 
States  until  the  first  return  of  such  vessel  to  its  home  port;  and  such 
vessel  shall  not  be  liable  to  any  penalty  or  penal  tax  for  such  employ- 
ment of  an  alien  officer.  (June  26,  1884;  sec,  i;  May  28,  1896; 
sec.  3.) 

The  President  of  the  United  States  is  hereby  authorized,  when- 
ever in  his  discretion  the  needs  of  foreign  commerce  may  require, 
to  suspend  by  order,  so  far  and  for  such  length  of  time  as  he  may  deem 
desirable,  the  provisions  of  law  prescribing  that  all  the  watch  officers 

146 


OFFICERS  OF  MERCHANT  VESSELS  147 

of  vessels  of  the  United  States  registered  for  foreign  trade  shall  be 
citizens  of  the  United  States.     (Aug.  18,  1914;  sec.  2.) 

****** 

The  provisions  of  law  prescribing  that  the  watch  officers  of  vessels 
of  the  United  States  registered  for  foreign  trade  shall  be  citizens  of 
the  United  States  are  hereby  suspended  so  far  and  for  such  length  of 
time  as  is  herein  provided,  namely:  All  foreign-built  ships  which  shall 
be  admitted  to  United  States  registry  under  said  act  may  retain  the 
watch  officers  employed  thereon,  without  regard  to  citizenship,  for 
seven  years  from  this  date,  and  such  watch  officers  shall  be  eligible 
for  promotion.  Any  vacancy  occurring  among  such  watch  officers 
within  two  years  from  this  date  may  be  filled  without  regard  to 
citizenship;  but  any  vacancy  which  may  occur  thereafter  shall  be 
filled  by  a  watch  officer  who  is  a  citizen  of  the  United  States.  *  *  * 
(Executive  order,  Sept.  4,  1914.) 

Watch  officers  who  are  not  citizens. 

Executive  order  of  Sept.  i,  1916: 

i.  The  provisions  of  the  law  prescribing  that  the  watch  officers  of  vessels 
of  the  United  States  registered  for  foreign  trade  shall  be  citizens  of  the 
United  States,  are  hereby  suspended  so  far  and  for  such  length  of  time  as 
is  herein  provided,  namely:  All  watch  officers  now  employed  on  foreign- 
built  ships  which  have  been  admitted  to  United  States  registry  under  said 
Act  who,  heretofore,  have  declared  their  intention  to  become  citizens  of  the 
United  States  and  watch  officers  on  such  ships  who,  within  six  months  from 
this  date,  shall  declare  their  intention  to  become  such  citizens  shall  be 
entitled  to  serve  on  foreign-built  ships  so  registered  until  the  time  shall 
have  expired  within  which  they  may  become  such  citizens  under  their 
declarations,  and  shall  be  eligible  for  promotion  upon  any  foreign-built 
ship  so  registered. 

Duration  of  licenses. 

All  licenses  issued  to  such  officers  shall  be  for  a  term  of  five  years, 
but  the  holder  of  a  license  may  have  the  same  renewed  for  another 
five  years  in  the  manner  prescribed  in  the  rules  and  regulations  of  the 
Board  of  Supervising  Inspectors:  Provided,  however,  That  any  officer 
holding  a  license,  and  who  is  engaged  in  a  service  which  necessi- 
tates his  continuous  absence  from  the  United  States,  may  make  appli- 
cation in  writing  for  renewal  and  transmit  the  same  to  the  board  of 
local  inspectors,  with  his  certificate  of  citizenship,  if  naturalized,  and 
a  statement  of  the  applicant,  verified  before  a  consul  or  other  officer 


148  THE  MEN  ON  DECK 

of  the  United  States  authorized  to  administer  an  oath,  setting  forth 
the  reasons  for  not  appearing  in  person;  and  upon  receiving  the  same 
the  board  of  local  inspectors  that  originally  issued  such  license  shall 
renew  the  same  and  shall  notify  the  applicant  of  such  renewal: 
Provided  further,  That  no  license  as  master,  mate,  or  pilot  of  any  class 
of  vessel  shall  be  renewed  without  furnishing  a  satisfactory  certifi- 
cate of  examination  as  to  color  blindness.  And  in  all  cases  where 
the  issue  is  the  suspension  or  revocation  of  such  licenses,  whether 
before  the  local  boards  of  inspectors  (of  steam  vessels),  as  provided 
for  in  section  forty-four  hundred  and  fifty  of  the  Revised  Statutes, 
or  before  the  supervising  inspectors,  as  provided  for  in  section  forty- 
four  hundred  and  fifty-two  of  the  Revised  Statutes,  the  accused  shall 
be  allowed  to  appear  by  counsel  and  to  testify  in  his  own  behalf. 
(May  28,  1896;  sec.  2;  Oct.  22,  1914.) 

Service  during  war. 

No  master,  mate,  pilot,  or  engineer  of  steam  vessels  licensed  under 
title  fifty-two  [R.  S.,  4399-4500]  of  the  Revised  Statutes  shall  be  liable 
to  draft  in  time  of  war,  except  for  the  performance  of  duties  such  as 
required  by  his  license;  and,  while  performing  such  duties  in  the 
service  of  the  United  States,  every  such  master,  mate,  pilot,  or 
engineer  shall  be  entitled  to  the  highest  rate  of  wages  paid  in  the  mer- 
chant marine  of  the  United  States  for  similar  services;  and,  if  killed 
or  wounded  while  performing  such  duties  under  the  United  States, 
they,  or  their  heirs,  or  their  legal  representatives  shall  be  entitled  to 
all  the  privileges  accorded  to  soldiers  and  sailors  serving  in  the  Army 
and  Navy,  under  the  pension  laws  of  the  United  States.  (May  28, 
1896;  sec.  2.) 

Officer's  license. 

The  boards  of  local  inspectors  shall  license  and  classify  the  masters, 
chief  mates,  and  second  and  third  mates,  if  in  charge  of  a  watch, 
engineers,  and  pilots  of  all  steam  vessels,  and  the  masters  of  sail 
vessels  of  over  seven  hundred  gross  tons,  and  all  other  vessels  of  over 
one  hundred  gross  tons  carrying  passengers  for  hire.  It  shall  be 
unlawful  to  employ  any  person,  or  for  any  person  to  serve,  as  a 
master,  chief  mate,  engineer,  or  pilot  of  any  steamer  or  as  master 
of  any  sail  vessel  of  over  seven  hundred  gross  tons,  or  of  any 
other  vessel  of  over  one  hundred  gross  tons  carrying  passengers 
for  hire,  who  is  not  licensed  by  the  inspectors;  and  anyone  violating , 


OFFICERS  OF  MERCHANT  VESSELS  149 

this  section  shall  be  liable  to  a  penalty  of  one  hundred  dollars  for 
each  offense.  [See  act  June  9,  1910,  p.  351.]  (R.  S.,  4438;  Dec.  21, 
1898;  Jan.  25,  1907;  May  28,  1908;  sec.  2.) 

Every  master,  mate,  engineer,  and  pilot  who  shall  receive  a 
license  shall,  when  employe*!  upon  any  vessel,  within  forty-eight  hours 
after  going  on  duty,  place  his  certificate  of  license,  which  shall  be 
framed  under  glass,  in  some  conspicuous  place  in  such  vessel,  where 
it  can  be  seen  by  passengers  and  others  at  all  times:  Provided,  That 
in  case  of  emergency  such  officer  may  be  transferred  to  another 
vessel  of  the  same  owners  for  a  period  not  exceeding  forty-eight 
hours  without  the  transfer  of  his  license  to  such  other  vessel;  and 
for  every  neglect  to  comply  with  this  provision  by  any  such  master, 
mate,  engineer,  or  pilot,  he  shall  be  subject  to  a  fine  of  one  hundred 
dollars,  or  to  the  revocation  of  his  license.  [See  act  June  9,  1910, 
p.  351.]  (R.  S.,  4446;  Feb.  19,  1907.) 

Master's  license. 

Whenever  any  person  applies  to  be  licensed  as  master  of  any 
steam  vessel,  or  of  a  sail  vessel  of  over  seven  hundred  tons,  the  inspec- 
tors shall  make  diligent  inquiry  as  to  his  character,  and  shall  care- 
fully examine  the  applicant  as  well  as  the  proofs  which  he  presents 
in  support  of  his  claim,  and  if  they  are  satisfied  that  his  capacity, 
experience,  habits  of  life,  and  character  are  such  as  warrant  the 
belief  that  he  can  safely  be  intrusted  with  the  duties  and  respon- 
sibilities of  the  station  for  which  he  makes  application,  they  shall 
grant  him  a  license  authorizing  him  to  discharge  such  duties  on  any 
such  vessel  for  the  term  of  five  years;  but  such  license  shall  be  sus- 
pended or  revoked  upon  satisfactory  proof  of  bad  conduct,  intem- 
perate habits,  incapacity,  inattention  to  his  duties,  or  the  willful 
violation  of  any  provision  of  this  title  [R.  S.,  4399-4500]  applicable 
to  him.  [See  act  June  9,  1910,  p.  351.]  (R.  S.,  4439;  Dec.  21, 
1898;  sec.  2.) 

Mate's  license. 

Whenever  any  person  applies  for  authority  to  be  employed  as 
chief  mate  of  ocean  or  coastwise  steam  vessels  or  of  sail  vessels  of 
over  seven  hundred  tons,  or  as  second  or  third  mate  of  ocean  or  coast- 
wise steam  vessels,  who  shall  have  charge  of  a  watch,  or  whenever 
any  person  applies  for  authority  to  be  employed  as  mate  of  river 


150  THE  MEN  ON  DECK 

steamers,  the  inspectors  shall  require  satisfactory  evidence  of  the 
knowledge,  experience,  and  skill  of  the  applicant  in  lading  cargo 
and  in  handling  and  stowage  of  freight,  and  if  for  license  as  chief 
mate  on  ocean  or  coastwise  steamers,  or  of  sail  vessels  of  over  seven 
hundred  tons,  or  as  second  or  third  mate  of  ocean  or  coastwise 
steamers,  who  shall  have  charge  of  a  watch,  shall  also  examine  him 
as  to  his  knowledge  and  ability  in  navigation  and  managing  such 
vessels  and  all  other  duties  pertaining  to  his  station,  and  if  satisfied 
of  his  qualifications  and  good  character  they  shall  grant  him  a  license 
authorizing  him  to  perform  such  duties  for  the  term  of  five  years  upon 
the  waters  upon  which  he  is  found  qualified  to  act;  but  such  license 
shall  be  suspended  or  revoked  upon  satisfactory  proof  of  bad  conduct, 
intemperate  habits,  unskillfulness,  or  want  of  knowledge  of  the 
duties  of  his  station  or  the  willful  violation  of  any  provision  of  this 
title  [R.  S.,  4399-4500].  [See  act  June  9, 1910,  p.  351.]  (R.  S.,  4440 ; 
Dec.  21,  1898;  sec.  3.) 

Engineer's  license. 

Whenever  any  person  applies  for  authority  to  perform  the  duties 
of  engineer  of  any  steam-vessel,  the  inspectors  shall  examine  the 
applicant  as  to  his  knowledge  of  steam-machinery,  and  his  experi- 
ence as  an  engineer,  and  also  the  proofs  which  he  produces  in  support 
of  his  claim;  and  if,  upon  full  consideration,  they  are  satisfied  that 
his  character,  habits  of  life,  knowledge,  and  experience  in  the  duties 
of  an  engineer  are  all  such  as  to  authorize  the  belief  that  he  is  a 
suitable  and  safe  person  to  be  intrusted  with  the  powers  and  duties 
of  such  a  station,  they  shall  grant  him  a  license,  authorizing  him  to 
be  employed  in  such  duties  for  the  term  of  five  years,  in  which  they 
shall  assign  him  to  the  appropriate  class  of  engineers;  but  such 
license  shall  be  suspended  or  revoked  upon  satisfactory  proof  of 
negligence,  unskillfulness,  intemperance,  or  the  willful  violation  of 
any  provision  of  this  Title  [R.  S.,  4399-4500].  Whenever  complaint 
is  made  against  any  engineer  holding  a  license  authorizing  him  to 
take  charge  of  the  boilers  and  machinery  of  any  steamer,  that  he  has, 
through  negligence  or  want  of  skill,  permitted  the  boilers  in  his 
charge  to  burn  or  otherwise  become  in  bad  condition,  or  that  he  has 
not  kept  his  engine  and  machinery  in  good  working  order,  it  shall 
be  the  duty  of  the  inspectors,  upon  satisfactory  proof  of  such  negli- 
gence or  want  of  skill,  to  revoke  the  license  of  such  engineer  and 
assign  him  to  a  lower  grade  or  class  of  engineers,  if  they  find  him 


OFFICERS  OF  MERCHANT  VESSELS  151 

fitted  therefor.    [See  act  June  9,  1910,  p.  351.]    (R.  S.,  4441;  May 
28,  1896.) 

Pilot's  license. 

Whenever  any  person  claiming  to  be  a  skillful  pilot  of  steam- 
vessels  offers  himself  for  a  license,  the  inspectors  shall  make  diligent 
inquiry  as  to  his  character  and  merits,  and  if  satisfied,  from  personal 
examination  of  the  applicant,  with  the  proof  that  he  offers  that  he 
possesses  the  requisite  knowledge  and  skill,  and  is  trustworthy  and 
faithful,  they  shall  grant  him  a  license  for  the  term  of  five  years  to 
pilot  any  such  vessel  within  the  limits  prescribed  in  the  license;  but 
such  license  shall  be  suspended  or  revoked  upon  satisfactory  evidence 
of  negligence,  unskillfulness,  inattention  to  the  duties  of  his  station, 
or  intemperance,  or  the  willful  violation  of  any  provision  of  this  title 
[R.  S.,  4399-4500].  [See  act  June  9,  1910,  p.  351.]  (R.  S.,  4442; 
May  28,  1896.) 

Master  or  mate  acting  as  pilot. 

| Where  the  master  or  mate  is  also  pilot  of  the  vessel,  he  shall  not 
be  required  to  hold  two  licenses  to  perform  such  duties,  but  the  license 
issued  shall  state  on  its  face  that  he  is  authorized  to  act  in  such  double 
capacity.  [See  act  June  9,  p.  351.]  (R.  S.,  4443-) 

Oath  of  officer. 

Every  master,  chief  mate,  engineer,  and  pilot,  who  receives  a 
license,  shall,  before  entering  upon  his  duties,  make  oath  before  one 
of  the  inspectors  herein  provided  for,  to  be  recorded  with  the  certifi- 
cate, that  he  will  faithfully  and  honestly,  according  to  his  best 
skill  and  judgment,  without  concealment  or  reservation,  perform  all 
the  duties  required  of  him  by  law.  (R.  S.,  4445.) 

Every  applicant  for  license  as  either  master,  mate,  pilot,  or  engi- 
neer under  the  provisions  of  this  title  [R.  S.,  4399-4500]  shall  make  and 
subscribe  to  an  oath  of  affirmation,  before  one  of  the  inspectors 
referred  to  in  this  title,  to  the  truth  of  all  the  statements  set  forth 
in  his  application  for  such  license. 

Any  person  who  shall  make  or  subscribe  to  any  oath  or  affirmation 
authorized  in  this  title  and  knowing  the  same  to  be  false  shall  be 
deemed  guilty  of  perjury. 

Every  licensed  master,  mate,  pilot,  or  engineer  who  shall  change, 


152  THE  MEN  ON  DECK 

by  addition,  interpolation,  or  erasure  of  any  kind,  any  certificate  or 
license  issued  by  any  inspector  or  inspectors  referred  to  in  this  title 
shall,  for  every  such  offense,  upon  conviction,  be  punished  by  a  fine 
of  not  more  than  five  hundred  dollars  or  by  imprisonment  at  hard 
labor  for  a  term  not  exceeding  three  years.  (Mar.  23,  1900.) 

Removal  of  master. 

Any  person  or  body  corporate  having  more  than  one-half  owner- 
ship of  any  vessel  shall  have  the  power  to  remove  a  master,  who  is 
also  part  owner  of  such  vessel,  as  such  majority  owners  have  to 
remove  a  master  not  an  owner.  This  section  shall  not  apply  where 
there  is  a  valid  written  agreement  subsisting,  by  virtue  of  which 
such  master  would  be  entitled  to  possession,  nor  in  any  case  where 
a  master  has  possession  as  part  owner,  obtained  before  the  ninth  day 
of  April,  eighteen  hundred  and  seventy-two.  (R.  S.,  4250.) 


CHAPTER  XVI 

THE  EXAMINATION  FOR  LICENSES— MASTER  AND 

MATES 

Original  Licenses. 

Before  an  original  license  is  issued  to  any  person  to  act  as  a  master, 
mate,  pilot,  or  engineer  he  shall  personally  appear  before  some 
local  board  or  a  supervising  inspector  for  examination.  Any  person 
who  has  attained  the  age  of  19  years  and  has  had  the  necessary 
experience  shall  be  eligible  for  examination:  Provided,  That  no  person 
shall  receive  a  license  as  master  or  chief  engineer  before  reaching  the 
age  of  21  years. 

Inspectors  shall,  before  granting  an  original  license  to  any  person 
to  act  as  an  officer  of  a  vessel,  require  the  applicant  to  make  written 
application  upon  the  blank  form  furnished  by  the  Department  of 
Commerce,  to  be  filed  in  the  inspectors'  office.  When  practicable, 
applicants  for  master's,  mate's,  pilot's,  or  engineer's  license  shall 
present  to  the  inspectors,  to  be  filed  with  their  application,  discharges 
or  letters  from  the  master  or  other  officer  under  whom  they  have 
served,  certifying  to  the  name  of  the  vessel  and  in  what  capacity  the 
applicant  has  served  under  him;  also  period  of  such  service.  Inspec- 
tors shall  also,  when  practicable,  require  applicant  for  pilot's  license 
to  have  the  written  indorsement  of  the  master  and  engineer  of  the 
vessel  upon  which  he  has  served,  and  of  one  licensed  pilot,  as  to  his 
qualifications.  In  the  case  of  applicants  for  original  engineer's 
license,  they  shall  also,  when  practicable,  have  the  indorsement  of 
the  master  and  engineer  of  a  vessel  on  which  they  have  served, 
together  with  one  other  licensed  engineer. 

The  first  license  issued  to  any  person  by  a  United  States  inspector 
shall  be  considered  an  original  license,  where  the  United  States 
records  show  no  previous  issue  to  such  applicant. 

No  original  license  shall  be  issued  to  any  naturalized  citizen  on 
less  experience  in  any  grade  than  would  have  been  required  of  a  cit- 
izen of  the  United  States  by  birth.  (R.  S.,  4405.) 

153 


154  THE  MEN  ON  DECK 

The  requirements  for  a  license  have  been  greatly  modi- 
fied, and  the  following  circular  letter  sets  forth  the  min- 
imum technical  knowledge  necessary  to  pass  the  examiners: 

DEPARTMENT  OF  COMMERCE 

STEAMBOAT  INSPECTION  SERVICE 
WASHINGTON 

June  13, 1917. 

IT.  S.  Supervising  and  Local  Inspectors,  Steamboat-Inspection  Ser- 
vice. 

Under  the  provisions  of  Section  4405,  Revised  Statutes  of  the 
United  States,  as  amended  by  the  act  of  Congress  approved  February 
8,  1907,  the  executive  committee  of  the  Board  of  Supervising  Inspec- 
tors, Steamboat-Inspection  Service,  at  a  called  meeting  held  in  Wash- 
ington, D.  C.,  from  June  4  to  12,  inclusive,  1917,  adopted  the  following 
resolutions: 

These  amendments  of  the  rules,  having  received  the  approval 
of  the  Secretary  of  Commerce  on  June  12,  1917,  have  now  the  force 
of  law,  and  must  be  observed  accordingly. 

Resolved,  That  section  8,  Rule  V,  General  Rules  and  Regulations, 
all  classes,  be  struck  out  and  the  following  substituted  therefor: 

Renewal  of  licenses. 

8.  Whenever  an  officer  shall  apply  for  a  renewal  of  his  license 
for  the  same  grade,  the  presentation  of  the  old  license  with  oath  of 
officer  shall  be  considered  sufficient  evidence  of  his  title  to  renewal, 
which  old  license  and  oath  of  office  shall  be  retained  by  the  inspectors 
upon  their  official  files  as  the  evidence  upon  which  the  license  was 
renewed. 

Whenever  a  licensed  officer  makes  application  for  a  renewal  of 
his  license,  he  shall  appear  in  person  before  some  board  of  local 
inspectors  or  supervising  inspector,  except  that  upon  renewal  of  such 
license  for  the  same  grade,  when  the  distance  from  any  local  board 
or  supervising  inspector  is  such  as  to  put  the  person  holding  the  same 
to  great  inconvenience  and  expense  to  appear  in  person,  he  may,  upon 
taking  oath  of  office  before  any  person  authorized  to  administer 
oaths,  and  forwarding  the  same,  together  with  the  license  to  be 


LICENSES  FOR  MASTER  AND  MATES  155 

renewed,  to  the  local  board  or  supervising  inspector  of  the  district  in 
which  he  resides  or  is  employed,  have  the  same  renewed  by  the  said 
inspectors,  if  no  valid  reason  to  the  contrary  be  known  to  them; 
and  they  shall  attach  such  oath  to  the  stub  end  of  the  license,  which 
is  to  be  retained  on  file  in  their  office:  Provided,  however,  That  any 
officer  holding  a  license,  and  who  is  engaged  in  a  service  which  necessi- 
tates his  continuous  absence  from  the  United  States,  may  make  appli- 
cation in  writing  for  renewal  and  transmit  the  same  to  the  board  of 
local  inspectors,  with  its  certificate  of  citizenship,  if  naturalized,  and 
a  statement  of  the  applicant,  verified  before  a  consul  or  other  officer 
of  the  United  States  authorized  to  administer  an  oath,  setting  forth 
the  reasons  for  not  appearing  in  person;  and  upon  receiving  the 
same  the  board  of  local  inspectors  that  originally  issued  such  license 
shall  renew  the  same  and  shall  notify  the  applicant  of  such  renewal, 
and  no  license  as  master,  mate,  or  pilot  of  any  class  of  vessel  shall  be 
renewed  without  a  certificate  that  the  color  sense  of  the  applicant  is 
normal.  (R.  S.,  4405,  443$.) 

Amendments    of   general    rules  and  regulations,  ocean  and 

coastwise. 

Resolved:  That  sections  20  to  30,  both  inclusive,  Rule  V,  General 
Rules  and  Regulations,  Ocean  and  Coastwise,  be  struck  out  and  the 
following  substituted  therefor: 

Substituting  service  in  next  lower  grade  for  raise  of  grade. 

20.  Except  as  hereinafter  provided,  an  applicant  who  has  served 
in  a  lower  grade  than  that  for  which  he  is  licensed  may  substitute 
service  in  the  grade  next  below  that  for  which  he  is  licensed,  which 
service  shall  count  one-half  in  computing  experience  for  raise  of  grade. 
For  example,  if  an  applicant  holds  chief  mate's  license  and  has  served 
nine  months  as  chief  mate  and  six  months  as  second  mate,  the  six 
months'  service  as  second  mate  shall  count  as  three  months  as  chief 
mate  in  computing  experience. 

Master  of  ocean  steam  vessels. 

21.  An  applicant  for  license  as  master  of  ocean  steam  vessels 
shall  be  eligible  for  examination  after  he  has  furnished  satisfactory 
documentary  evidence  to  the  local  inspectors  that  he  has  had  the 
following  experience: 


156  THE  MEN  ON  DECK 

First.  One  year's  service  as  chief  mate  of  ocean  steam  vessels,  or 

Second.  Two  years'  service  as  second  mate  of  ocean  steam  vessels, 
one  year  of  such  service  while  holding  a  license  as  chief  mate  of 
ocean  steam  vessels,  or 

Third.  Two  years'  service  as  watch  officer  actually  in  charge 
of  a  bridge  watch  on  ocean  steam  vessels,  while  holding  a  license  as 
chief  mate  of  ocean  steam  vessels,  or 

Fourth.  Five  years'  service  as  third  mate  of  ocean  steam  vessels, 
two  years  of  such  service  while  holding  a  license  as  chief  mate  of 
ocean  steam  vessels,  or 

Fifth.  Five  years'  service  on  ocean  sail  vessels  of  300  gross  tons  or 
over,  two  years  of  such  service  while  holding  a  license  as  master  of 
sail  vessels,  or 

Sixth.  One  year's  service  as  master  or  chief  mate  of  coastwise 
steam  vessels. 

Examination  for  master  of  ocean  steam  vessels. 

22.  An  applicant  for  license  as  master  of  ocean  steam  vessels 
shall  pass  a  satisfactory  examination  as  to  his  knowledge  of  the 
following  subjects: 

1.  Latitude  by  meridian  altitude  of  the  sun. 

2.  Latitude  by  ex-meridian  altitude  of  the  sun. 

3.  Latitude  by  meridian  altitude  of  a  star. 

4.  Latitude  by  pole  star. 

5.  Longitude  by  chronometer  (A.M.  and  P.M.). 

6.  Position  by  Sumner's  method. 

7.  Day's  work. 

8.  Mercator's  sailing. 

9.  Deviation  of  the  compass  by  an  amplitude. 
10.  Deviation  of  the  compass  by  an  azimuth, 
n.  Time  of  high  water  at  a  given  port. 

12.  Chart  navigation. 

13.  Storm  signals. 

14.  International  code  of  signals. 

15.  International  rules  for  preventing  collisions  at  sea. 

1 6.  Use  of  gun  and  rocket  apparatus  for  saving  life  from  ship- 

wreck, as  practiced  by  the  United  States  Coast  Guard. 

17.  Such  further  examination  of  a  non-mathematical  character 

as  the  local  inspectors  may  require. 


LICENSES  FOR  MASTER  AND  MATES  157 

Masters  of  coastwise  steam  vessels. 

23.  An  applicant  for  license  as  master  of  coastwise  steam  vessels 
shall  be  eligible  for  examination  after  he  has  furnished  satisfactory 
documentary  evidence  to  the  local  inspectors  that  he  has  had  the 
following  experience: 

First.  One  year's  service  as  chief  mate  of  ocean  or  coastwise 
steam  vessels,  or 

Second.  Two  years*  service  as  second  mate  of  ocean  or  coastwise 
steam  vessels,  one  year  of  such  service  while  holding  a  license  as 
chief  mate  of  ocean  or  coastwise  steam  vessels,  or 

Third.  Five  years'  service  as  third  mate  of  ocean  or  coastwise 
steam  vessels,  two  years  of  such  service  while  holding  a  license  as 
chief  mate  of  ocean  or  coastwise  steam  vessels,  or 

Fourth.  One  year's  service  as  master  of  lake,  bay,  or  sound 
steam  vessels  and  in  addition  thereto  one  year's  service  as  second 
mate,  third  mate,  quartermaster  or  wheelsman  on  ocean  or  coast- 
wise steam  vessels  while  holding  a  license  as  master  of  lake,  bay,  or 
sound  steam  vessels,  or 

Fifth.  Five  years'  service  on  ocean  or  coastwise  sail  vessels  of 
300  gross  tons  or  over,  two  years  of  which  service  shall  have  been 
as  master,  or 

Sixth.  One  year's  service  as  a  licensed  master  of  ocean  or  coast- 
wise sail  vessels  of  700  gross  tons  or  over,  or 

Seventh.  Two  years'  service  as  master  of  lake,  bay,  or  sound 
towing  steam  vessels  for  license  as  master  of  coastwise  towing  steam 
vessels  of  300  gross  tons  or  .under. 

In  cases  where  the  experience  of  an  applicant  for  license  as  master 
of  coastwise  steam  vessels  does  not  meet  the  specific  requirements 
of  this  section,  other  service  which  the  local  inspectors  consider  a 
fair  and  reasonable  equivalent  may  be  accepted  by  them  in  lieu 
of  the  service  herein  specified, 

Examination  for  master  of  coastwise  steam  vessels. 

24.  An  applicant  for  license  as  master  of  coastwise  steam  vessels 
on  routes  exceeding  300  miles  shall  pass  a  satisfactory  examination 
as  to  his  knowledge  of  the  following  subjects: 

1.  Latitude  by  meridian  altitude  of  the  sun. 

2.  Latitude  by  pole  star. 

3.  Day's  work. 


158  THE  MEN  ON  DECK 

4.  Determination  of  distance  from  a  fixed  object. 

5.  Chart  navigation. 

6.  International  rules  for  preventing  collisions  at  sea. 

7.  Storm  signals. 

8.  Use  of  gun  and  rocket  apparatus  for  saving  life  from   ship- 

wreck, as  practiced  by  the  United  States  Coast  Guard. 

9.  Such  further  examination  of  a  non-mathematical  character 

as  the  local  inspectors  may  require. 

An  applicant  for  license  as  master  of  coastwise  steam  vessels 
on  route  not  exceeding  300  miles  shall  pass  a  satisfactory  examination 
as  to  his  knowledge  of  the  following  subjects* 

1.  Chart  navigation. 

2.  Aids  to  navigation  on  route. 

3.  Determination  of  distance  from  a  fixed  object. 

4.  International  rules  for  preventing  collisions  at  sea. 

5.  Storm  signals. 

6.  Such  further  examination  of  a  non-mathematical  charac- 

ter as  the  local  inspectors  may  require 

Masters  of  sail  vessels. 

25.  An  applicant  for  license  as  master  of  sail  vessels  of  over  700 
gross  tons  shall  be  eligible  for  examination  after  he  has  furnished 
satisfactory  documentary  evidence  to  the  local  inspectors  that  he  has 
had  the  following  experience: 

First.  Five  years*  service  in  the  deck  department  of  sail  vessels 
of  200  gross  tons  or  over,  one  year  of  such  service  shall  have  been  as 
master  of  sail  vessels  of  500  gross  tons  or  over,  or 

Second.  Two  years'  service  as  master  of  sail  vessels  of  200  gross 
tons  or  over,  or 

Third.  Two  years'  service  as  mate  of  sail  vessels  of  500  gross  tons 
or  over,  or 

Fourth.  Two  years'  service  as  master  of  auxiliary  sail  vessels  of 
100  gross  tons  or  over. 

In  cases  where  the  experience  of  an  applicant  for  license  as 
master  of  sail  vessels  does  not  meet  the  specific  requirements  of  this 
section,  other  service  which  the  local  inspectors  consider  a  fair  and 
reasonable  equivalent  may  be  accepted  by  them  in  lieu  of  the  service 
herein  specified. 


LICENSES  FOR  MASTER  AND  MATES  159 

Examination  for  license  as  master  of  sail  vessels. 

26.  An  applicant  for  license  as  master  of  sail  vessels  shall  pass  a 
satisfactory  examination  as  to  his  knowledge  of  the  following  subjects: 

1.  Latitude  by  meridian  altitude  of  the  sun. 

2.  Latitude  by  pole  star. 

3.  Longitude  by  chronometer  (A.M.  and  P.M.). 

4.  Day's  work. 

5.  Mercator's  sailing. 

6.  Deviation  of  the  compass  by  an  amplitude. 

7.  Deviation  of  the  compass  by  an  azimuth. 

8.  Chart  navigation. 

9.  International  code  of  signals. 

10.  Storm  signals. 

11.  International  rules  for  preventing  collisions  at  sea. 

12.  Use  of  gun  and  rocket  apparatus  for  saving  life  from  ship- 

wreck, as  practiced  by  the  U.  S.  Coast  Guard. 

13.  Such  further  examination  of  a  non-mathematical  char- 

acter as  the  local  inspectors  may  require. 

Chief  mate  of  ocean  steam  vessels. 

27.  An  applicant  for  license  as  chief  mate  of  ocean  steam  vessels 
shall  be  eligible  for  examination  after  he  has  furnished  satisfactory 
documentary  evidence  to  the  local  inspectors  that  he  has  had  the 
following  experience: 

First.  One  year's  service  as  a  licensed  second  mate  of  ocean  or 
coastwise  steam  vessels,  or 

Second.  Two  years'  service  as  watch  officer  on  ocean  or  coastwise 
steam  vessels,  while  holding  license  as  second  mate  of  ocean  or  coast- 
wise steam  vessels,  or 

Third.  Two  years'  service  as  third  mate  of  ocean  or  coastwise 
steam  vessels,  one  year  of  such  service  while  holding  a  license  as 
second  mate  of  ocean  or  coastwise  steam  vessels,  or 

Fourth.  Two  years'  service  as  master  of  lake,  bay,  or  sound  steam 
vessels  of  1,000  gross  tons  or  over,  or 

Fifth.  Five  years'  service  in  the  deck  department  of  ocean  or 
coastwise  sail  vessels  of  200  gross  tons  or  over,  two  years  of  which 
service  as  chief  mate  of  such  ocean  or  coastwise  sail  vessels,  or 

Sixth.  Two  years'  service  in  the  deck  department  of  steam  vessels 
engaged  in  the  ocean  or  coastwise  fisheries,  one  year  of  such  service 
to  have  been  as  master  of  such  vessels,  or 


160  THE  MEN  ON  DECK 

Seventh.  Five  years'  service  in  the  deck  department  of  sail  vessels 
engaged  in  the  ocean  or  coastwise  fisheries,  two  years  of  such  service 
to  have  been  as  master  of  such  vessels. 

In  cases  where  the  experience  of  an  applicant  for  license  as  chief 
mate  of  ocean  steam  vessels  does  not  meet  the  specific  requirements 
of  this  section,  other  service  which  the  local  inspectors  consider  a 
fair  and  reasonable  equivalent  may  be  accepted  by  them  in  lieu 
of  the  service  herein  specified. 

Second  mate  of  ocean  steam  vessels. 

28.  An  applicant  for  license  as  second  mate  of  ocean  steam  vessels 
shall  be  eligible  for  examination  after  he  shall  have  furnished  satis- 
factory documentary  evidence  to  the  local  inspectors  that  he  has 
had  the  following  experience: 

First.  One  year's  service  as  third  mate  of  ocean  or  coastwise 
steam  vessels,  or 

Second.  Three  years'  service  in  the  deck  department  of  ocean 
or  coastwise  steam  vessels,  one  year  of  such  service  shall  have  been 
as  watch  officer  or  quartermaster  on  such  vessels,  or 

Third.  A  graduate  from  the  seamanship  class  of  a  nautical  school 
ship  together  with  three  months'  service  in  the  deck  department  of 
ocean  or  coastwise  steam  vessels,  or 

Fourth.  Three  years'  service  in  the  deck  department  of  ocean 
or  coastwise  sail  vessels  of  200  gross  tons  or  over,  one  year  of  such 
service  shall  have  been  as  second  mate  of  such  vessels,  or 

Fifth.  One  year's  service  as  quartermaster  of  ocean  or  coastwise 
steam  vessels  while  holding  a  license  as  third  mate  of  ocean  or  coast- 
wise steam  vessels,  or 

Sixth.  Three  years'  service  as  a  seaman  in  the  deck  department 
of  ocean  or  coastwise  sail  vessels  together  with  one  year's  service  in 
the  deck  department  of  ocean  or  coastwise  steam  vessels,  or 

Seventh.  Five  years'  service  in  the  deck  department  of  ocean  or 
coastwise  sail  vessels  of  100  gross  tons  or  over.  Service  on  sail 
vessels  engaged  in  the  ocean  or  coastwise  fisheries  shall  be  accepted 
as  meeting  the  requirements  of  this  paragraph,  or 

Eighth.  One  year's  service  as  first-class  pilot  of  lake,  bay,  or  sound 
steam  vessels  of  500  gross  tons  or  over,  together  with  three  months' 
service  in  the  deck  department  of  ocean  or  coastwise  steam  vessels,  or 

Ninth.  One  year's  service  as  master  of  lake,  bay,  or  sound  steam 
vessels  of  500  gross  tons  or  over 


LICENSES  FOR  MASTER  AND  MATES  161 

In  cases  where  the  experience  of  an  applicant  for  license  as  second 
mate  of  ocean  steam  vessels  does  not  meet  the  specific  requirements  of 
this  section,  other  service  which  the  local  inspectors  consider  a  fair 
and  reasonable  equivalent  may  be  accepted  by  them  in  lieu  of  the 
service  herein  specified. 

Examination  for  license  as  chief  mate  and  second  mate  of  ocean 
steam  vessels. 

29.  An  applicant  for  license  as  chief  mate  or  second  mate  of  ocean 
steam  vessels  shall  be  required  to  pass  a  satisfactory  examination 
as  to  his  knowledge  of  the  following  subjects: 

1.  Latitude  by  meridian  altitude  of  the  sun. 

2.  Latitude  by  meridian  altitude  of  a  star. 

3.  Longitude  by  chronometer  (A.M.  and  P.  M.). 

4.  Deviation  of  the  compass  by  an  amplitude. 

5.  Deviation  of  the  compass  by  an  azimuth. 

6.  Day's  work. 

7.  Mercator's  sailing. 

8.  Determination  of  distance  from  a  fixed  object. 

9.  Chart  navigation. 

10.  Storm  signals. 

11.  International  code  of  signals. 

12.  International  rules  for  preventing  collisions  at  sea. 

13.  Stowage  of  cargo. 

14.  Use  of  gun  and  rocket  apparatus  for  saving  life  from  ship- 

wreck, as  practiced  by  the  United  States  Coast  Guard. 
5.  Such  further  examination  of  a  non-mathematical  character 
as  the  local  inspectors  may  require. 

Third  mate  of  ocean  steam  vessels. 

30.  An  applicant  for  license  as  third  mate  of  ocean  steam  vessels 
shall  be  eligible  for  examination  after  he  has  furnished  satisfactory 
documentary  evidence  to  the  local  inspectors  that  he  has  had  the 
following  experience: 

First.  Two  years'  service  in  the  deck  department  of  ocean  or 
coastwise  steam  vessels,  or 

Second.  Three  years'  service  in  the  deck  department  of  ocean  or 
coastwise  sail  vessels,  or 

Third.  A  graduate  from  the  seamanship  class  of  a  nautical  school 
ship,  or 


162  THE  MEN  ON  DECK 

Fourth.  One  year's  service  as  master  or  pilot  of  lake,  bay,  or 
sound  steamers. 

In  cases  where  the  experience  of  an  applicant  for  license  as  third 
mate  of  ocean  steam  vessels  does  not  meet  the  specific  requirements 
of  this  section,  other  service  which  the  local:  inspectors  consider  a 
fair  and  reasonable  equivalent  may  be  accepted  by  them  in  lieu 
of  the  service  herein  specified. 

Examination  for  license  as  third  mate  of  ocean  steam  vessels. 

31.  An  applicant  for  license  as  third  mate  of  ocean  steam  vessels 
shall  be  required  to  pass  a  satisfactory  examination  as  to  his  knowledge 
of  the  following  subjects: 

1.  Latitude  by  meridian  altitude  of  the  sun. 

2.  Day's  work. 

3.  Mercator's  sailing. 

4.  Determination  of  distance  from  a  fixed  object. 

5.  Chart  navigation. 

6.  International  rules  for  preventing  collisions  at  sea. 

7.  Stowage  of  cargo. 

8.  Storm  signals. 

9.  Such  further  examination  of  a  non-mathematical  character 

as  the  local  inspectors  may  require. 

Chief  mate  of  coastwise  steam  vessels. 

32.  An  applicant  for  chief  mate  of  coastwise  steam  vessels  shall 
be  eligible  for  examination  after  he  has  furnished  satisfactory  docu- 
mentary evidence  to  the  local  inspectors  that  he  has  had  the  following 
experience: 

First.  One  year's  service  as  second  mate  of  ocean  or  coastwise 
steam  vessels,  or 

Second.  One  year's  service  as  first-class  pilot  of  lake,  bay, 
sound  steam  vessels,  together  with  one  year's  service  as  quarter- 
master or  wheelsman  on  ocean  or  coastwise  steam  vessels  while  hold- 
ing a  license  as  first-class  pilot  of  lake,  bay,  or  sound  steam  vessels,  or 

Third.  Two  years'  service  as  third  mate  of  ocean  or  coastwise 
steam  vessels,  or 

Fourth.  Two  years'  service  in  the  deck  department  of  steam  vessels 
engaged  in  the  ocean  or  coastwise  fisheries,  one  year  of  such  service 
to  have  been  as  master  of  such  vessels,  or 


LICENSES  FOR  MASTER  AND  MATES  163 

Fifth.  Five  years'  service  in  the  deck  department  of  sail  vessels 
engaged  in  the  ocean  or  coastwise  fisheries,  two  years'  of  such  service 
to  have  been  as  master  of  such  vessels,  or 

Sixth.  Two  years'  service  as  master  of  ocean  or  coastwise  sail 
vessels  of  200  gross  tons  or  over,  or 

Seventh.  Three  years'  service  in  the  deck  department  of  ocean  or 
coastwise  steam  vessels  for  license  as  chief  mate  of  coastwise  steam 
vessels  of  500  gross  tons  or  under,  or 

Eighth.  Two  years'  service  in  the  deck  department  of  ocean  or 
coastwise  sail  vessels  together  with  one  year's  service  in  the  deck 
department  of  ocean  or  coastwise  steam  vessels  for  license  as  chief 
mate  of  coastwise  steam  vessels  of  500  gross  tons  or  under,  or 

Ninth.  One  year's  service  as  master  or  two  years'  service  as  first- 
class  pilot  of  lake,  bay,  or  sound  towing  steam  vessels  for  license  as 
chief  mate  of  coastwise  towing  steam  vessels  of  300  gross  tons  or 
under. 

In  cases  where  the  experience  of  an  applicant  for  license  as  chief 
mate  of  coastwise  steam  vessels  does  not  meet  the  specific  require- 
ments of  this  section,  other  service  which  the  local  inspectors  consider 
a  fair  and  reasonable  equivalent  may  be  accepted  by  them  in  lieu 
of  the  service  herein  specified. 

Second  mate  of  coastwise  steam  vessels. 

33.  An  applicant  for  license  as  second  mate  of  coastwise  steam 
vessels  shall  be  eligible  for  examination  after  he  has  furnished  satis- 
factory documentary  evidence  to  the  local  inspectors  that  he  has 
had  the  following  experience: 

First.  One  year's  service  as  third  mate  of  ocean  or  coastwise 
steam  vessels,  or 

Second.  One  year's  service  as  quartermaster  or  wheelsman  on 
ocean  or  coastwise  steam  vessels  while  holding  a  license  as  third  mate 
of  ocean  or  coastwise  steam  vessels,  or 

Third.  Three  years'  service  in  the  deck  department  of  ocean  or 
coastwise  steam  vessels,  or 

Fourth.  Two  years'  service  in  the  deck  department  of  ocean  or 
coastwise  sail  vessels  together  with  one  year's  service  in  the  deck 
department  of  ocean  or  coastwise  steam  vessels,  or 

Fifth.  A  graduate  from  the  seamanship  class  of  a  nautical  school 
ship  together  with  three  months'  service  in  the  deck  department  of 
an  ocean  or  coastwise  steam  vessel,  or 


164  THE  MEN  ON  DECK 

Sixth.  One  year's  service  as  a  licensed  master  of  lake,  bay,  or 
sound  steam  vessels,  or 

Seventh.  Two  years'  service  as  first-class  pilot  of  lake,  bay,  or 
sound  steam  vessels,  or 

Eighth.  One  year's  service  as  first-class  pilot  of  lake,  bay,  or 
sound  steam  vessels,  together  with  three  months'  service  in  the  deck 
department  of  ocean  or  coastwise  steam  vessels,  or 

Ninth.  One  year's  service  as  chief  mate  of  ocean  or  coastwise 
steam  vessels  engaged  in  the  fisheries,  or 

Tenth.  One  year's  service  as  master  of  ocean  or  coastwise  sail 
vessels  engaged  in  the  fisheries. 

In  cases  where  the  experience  of  an  applicant  for  license  as  second 
mate  of  coastwise  steam  vessels  does  not  meet  the  specific  require- 
ments of  this  section,  other  service  which  the  local  inspectors  consider 
a  fair  and  reasonable  equivalent  may  be  accepted  by  them  in  lieu 
of  the  service  herein  specified. 

Third  mate  of  coastwise  steam  vessels. 

34.  An  applicant  for  license  as  third  mate  of  coastwise  steam 
vessels  shall  be  eligible  for  examination  after  he  has  furnished  satis- 
factory documentary  evidence  to  the  local  inspectors  that  he  has  had 
the  .following  experience: 

First.  Two  years'  service  in  the  deck  department  of  ocean  or 
coastwise  steam  vessels,  or 

Second.  Three  years'  service  in  the  deck  department  of  ocean 
or  coastwise  sail  vessels,  or 

Third.  A  graduate  from  the  seamanship  class  of  a  nautical  school 
ship,  or 

Fourth.  One  year's  service  as  master  or  first-class  pilot  of  lake, 
bay,  or  sound  steam  vessels. 

In  cases  where  the  experience  of  an  applicant  for  license  as  third 
mate  of  coastwise  steam  vessels  does  not  meet  the  specific  require- 
ments of  this  section,  other  service  which  the  local  inspectors  consider 
a  fair  and  reasonable  equivalent  may  be  accepted  by  them  in  lieu 
of  the  service  herein  specified. 

Examination  for  license  as  chief  nate  and  second  mate  of  coast- 
wise steam  vessels. 

35.  An  applicant  for  license  as  chief  mate  or  second  mate  of  coast- 
wise steam  vessels  on  routes  exceeding  600  miles  shall  be  required 


LICENSES  FOR  MASTER  AND  MATES  165 

to  pass  a  satisfactory  examination  as  to  his  knowledge  of  the  follow- 
ing subjects: 

1.  Latitude  by  meridian  altitude  of  the  sun. 

2.  Day's  work. 

3.  Determination  of  distance  from  a  fixed  object. 

4.  International  rules  for  preventing  collisions  at  sea. 

5.  Chart  navigation. 

6.  Stowage  of  cargo. 

7.  Storm  signals. 

8.  Such  further  examination  of  a  non-mathematical  character 

as  the  local  inspectors  may  require. 

An  applicant  for  license  as  chief  mate  or  second  mate  of  coast- 
wise steam  vessels  on  routes  of  600  miles  or  less  shall  be  required 
to  pass  a  satisfactory  examination  as  to  his  knowledge  of  the  following 
subjects: 

1.  Chart  navigation. 

2.  Aids  to  navigation  on  route. 

3.  Determination  of  distance  from  a  fixed  object. 

4.  Marking  of  lead  line. 

5.  International  rules  for  preventing  collisions  at  sea. 

6.  Storm  signals. 

7.  Such  further  examination  of  a  non-mathematical  character 

as  the  local  inspectors  may  require. 

Examination  for  license  as  third  mate  of  coastwise  steam  vessels. 
36.  An  applicant  for  license  as  third  mate  of  coastwise  steam 
vessels  shall  pass  a  satisfactory  examination  as  to  his  knowledge  of 
the  following  subjects: 

1.  Chart  navigation. 

2.  Determination  of  distance  from  a  fixed  object. 

3.  International  rules  for  preventing  collisions  at  sea. 

4.  Marking  lead  line. 

5.  Storm  signals. 

6.  Such  further  examination  of  a  non-mathematical  character 

as  the  local  inspectors  may  require. 

Indorsement  of  Inland  Licenses  for  Ocean  Service. 

Resolved,  That  whenever  it  may  appear  to  the  satisfaction  of  the 
Supervising  Inspector  General,  that  the  demand  for  licensed  officers 


166  THE  MEN  ON  DECK 

for  ocean  and  coastwise  vessels  of  the  American  merchant  marine 
is  such  that  it  cannot  be  met  under  existing  requirements  and  regu- 
lations he  may  authorize  local  inspectors  to  indorse  the  license  of 
officers  of  lake,  bay,  and  sound  steam  vessels  for  ocean  or  coast- 
wise service  for  a  period  not  to  exceed  six  months  or  until  such  officer 
shall  have  passed  a  satisfactory  examination  for  ocean  or  coastwise 
service  within  this  period. 

Officers  whose  licenses  have  been  so  indorsed  shall  present  them- 
selves for  examination  at  the  earliest  possible  opportunity  after  said 
indorsement. 

Amendments   of  General  Rules  and  Regulations   for  Bays, 
Sounds,  and  Lakes  Other  than  the  Great  Lakes. 

Experience  Qualifications  of  Officers  Eliminated. 

Resolved,  That  for  the  present  and  until  further  notice,  sections 
20,  21,  23,  26,  31  and  32  of  Rule  V,  General  Rules  and  Regulations 
applying  to  Lakes  (other  than  the  Great  Lakes),  Bays,  and  Sounds, 
be  struck  out,  and  local  inspectors  notified  that  hereafter  in  issuing 
licenses  to  officers  of  vessels  within  this  classification  they  may 
exercise  the  judgment  and  discretion  vested  in  them  by  the  law, 
without  regard  to  the  experience  required  by  the  rules  and  regulations 
the  sufficiency  of  such  experience  to  be  determined  by  the  local 
inspectors  when  the  candidate  applies  for  examination. 


CHAPTER  XVII 
THE  WATCH  OFFICER 

THE  Officer  of  the  Watch  or  the  Watch  Officer,  as  he 
is  usually  termed  in  the  Merchant  Service,  is  the  deck  officer 
who  has  charge  of  the  vessel  while  under  way  at  sea.  On 
other  occasions,  if  stopped  through  trouble,  or  because  of 
communication  with  other  vessels,  or  on  occasions  requiring 
special  maneuvering,  as  in  coming  in  and  out  of  port,  rescues 
at  sea,  etc.,  the  Master  assumes  full  charge. 

The  Watch  Officers.  The  watch  officers  are  usually  the 
Chief,  Second  and  Third  Mates,  on  vessels  of  moderate 
tonnage.  In  larger  craft  different  watches  are  arranged. 
Then  the  Chief  Mate  may  stand  no  regular  bridge  watch, 
and  the  Second,  Third,  and  Fourth  Mates  take  this  duty. 

In  some  liners  it  is  the  custom  to  style  the  watch  officers, 
all  "  second  "  officers;  namely  Senior,  Junior,  and  Extra, 
Second  Officers.  These  are  usually  all  master  mariners. 
Junior  officers  of  the  watch  are  also  on  the  bridge,  attend 
to  the  conning  of  the  course,  the  working  of  navigation  and 
bearings,  and  the  keeping  of  the  bridge  log,  which  is  signed 
by  the  senior  watch  officer  at  the  end  of  the  watch. 

Importance  of  Watch  Duty.  For  a  long  time  a  slipshod 
method  of  keeping  watch  prevailed  in  certain  steamers,  the 
outgrowth  of  second-rate  sailing-ship  practice,  where  thrifty, 
but  ill-informed,  masters,  insisted  on  their  watch  officers 
keeping  "  busy  "  during  the  day. 

It  was  thought  advisable  by  these  gentlemen  to  have  the 
officer  on  the  bridge  "  with  nothing  to  do  "  attend  to  a  bit 
of  sewing  on  canvas,  or  help  out  with  the  painting,  and  what 

167 


168  THE  MEN  ON  DECK 

not.  Of  course  such  masters  were  doomed  to  the  scrap  heap 
where  they  belong.  A  few  miles  added  to  the  coal  bill, 
through  slovenly  day-time  steering,  with  kinks  in  the  course 
as  well  as  in  the  seams  sewed  by  the  misused  officer,  soon 
brought  about  reform.  Added  to  this  a  certain  danger,  such 
as  running  down  submerged  hulls,  and  the  like — with  the 
thing  happening  once  or  twice,  helped  to  wake  up  owners. 
Also,  the  bumping  of  two  of  these  "  economical  "  (and 
lubberly)  craft,  may  have  helped  too. 

FROM  NAVIGATION  LAWS  OF  THE  UNITED   STATES 

The  board  of  local  inspectors  shall  make  an  entry  in  the  certificate 
of  inspection  of  every  ocean  and  coastwise  sea-going  merchant  vessel 
of  the  United  States  propelled  by  machinery,  and  every  ocean-going 
vessel  carrying  passengers,  the  minimum  number  of  licensed  deck 
officers  required  for  her  safe  navigation  according  to  the  following 
scale: 

That  no  such  vessel  shall  be  navigated  unless  she  shall  have  on 
board  and  in  her  service  one  duly  licensed  master.  (Mar.  3,  1913; 
sec.  2.) 

Three  watches. 

That  every  such  vessel  of  one  thousand  gross  tons  and  over, 
propelled  by  machinery,  shall  have  in  her  service  and  on  board 
three  licensed  mates,  who  shall  stand  in  three  watches  while  such 
vessel  is  being  navigated,  unless  such  vessel  is  engaged  in  a  run  of 
less  than  four  hundred  miles  from  the  port  of  departure  to  the  port 
of  final  destination,  then  such  vessel  shall  have  two  licensed  mates; 
and  every  vessel  of  two  hundred  gross  tons  and  less  than  one  thousand 
gross  tons,  propelled  by  machinery,  shall  have  two  licensed  mates. 

That  every  such  vessel  of  one  hundred  gross  tons  and  under  two 
hundred  gross  tons,  propelled  by  machinery,  shall  have  on  board 
and  in  her  service  one  licensed  mate;  but  if  such  vessel  is  engaged 
in  a  trade  in  which  the  time  required  to  make  the  passage  from  the 
port  of  departure  to  the  port  of  destination  exceeds  twenty-four 
hours,  then  such  vessel  shall  have  two  licensed  mates. 

That  nothing  in  this  section  shall  be  so  construed  as  to  prevent 
local  inspectors  from  increasing  the  number  of  licensed  officers  on 


THE  WATCH  OFFICER  169 

any  vessel  subject  to  the  inspection  laws  of  the  United  States  if, 
in  their  judgment,  such  vessel  is  not  sufficiently  manned  for  her  safe 
navigation:  Provided,  That  this  section  shall  not  apply  to  fishing  or 
whaling  vessels,  yachts,  or  motor  boats  as  denned  in  the  Act  of  June 
ninth,  nineteen  hundred  and  ten. 

Rest  before  going  on  watch. 

It  shall  be  unlawful  for  the  master,  owner,  agent,  or  other  person 
having  authority,  to  permit  an  officer  of  any  vessel  to  take  charge 
of  the  deck  watch  of  the  vessel  upon  leaving  or  immediately  after 
leaving  port,  unless  such  officer  shall  have  had  at  least  six  hours  off 
duty  within  the  twelve  hours  immediately  preceding  the  time  of 
sailing,  and  no  licensed  officer  on  any  ocean  or  coastwise  vessel  shall 
be  required  to  do  duty  to  exceed  nine  hours  of  any  twenty-four 
while  in  port,  including  the  date  of  arrival,  or  more  than  twelve  hours 
of  any  twenty-four  at  sea,  except  in  a  case  of  emergency  when  life 
or  property  is  endangered.  Any  violation  of  this  section  shall  subject 
the  person  or  persons  guilty  thereof  to  a  penalty  of  one  hundred 
dollars.  (Sec.  3.) 

Master  Liable.  The  improper  keeping  of  watch  comes 
clearly  under  the  head  of  negligence,  or  even  misconduct, 
and  the  law  governing  this  is  of  importance.  The  penalty, 
when  death  results  from  such  negligence,  misconduct,  etc. 
is  TEN  THOUSAND  DOLLARS  FINE  or  IMPRISON- 
MENT FOR  TEN  YEARS,  OR  BOTH. 

The  law  is  given  below: 

Death  from  negligence,  misconduct,  etc. 

Every  captain,  engineer,  pilot,  or  other  person  employed  on  any 
steamboat  or  vessel,  by  whose  misconduct,  negligence,  or  inattention 
to  his  duties  on  such  vessel  the  life  of  any  person  is  destroyed,  and 
every  owner,  charterer,  inspector,  or  other  public  officer,  through 
whose  fraud,  neglect,  connivance,  misconduct,  or  violation  of  law 
the  life  of  <my  person  is  destroyed,  shall  be  fined  not  more  than  ten 
thousand  dollars,  or  imprisoned  not  more  than  ten  years,  or  both: 
Provided,  That  when  the  owner  or  charterer  of  any  steamboat  or 
vessel  shall  be  a  corporation,  any  executive  officer  of  such  corpora- 
tion, for  the  time  being  actually  charged  with  the  control  and  manage- 


170  THE  MEN  ON  DECK 

ment  of  the  operation,  equipment,  or  navigation  of  such  steamboat 
or  vessel,  who  has  knowingly  and  willfully  caused  or  allowed  such 
fraud,  neglect,  connivance,  misconduct,  or  violation  of  law,  by  which 
the  life  of  any  person  is  destroyed,  shall  be  fined  not  more  than  ten 
thousand  dollars,  or  imprisoned  not  more  than  ten  years,  or  both. 
(Sec.  282;  Repeals  R.  S.,  5344,  and  act  Mar.  3,  1905,  sec.  5.) 

Watch  officers  should  also  heed  another  matter,  a  section 
of  Rule  V,  of  the  Board  of  Supervising  Inspectors,  this 
rule  is  also  given: 

Only  certain  persons  allowed  in  pilot  house  and  on  navigator's 
bridge. 

17.  Masters  and  pilots  of  steamers  carrying  passengers  shall  ex- 
clude from  the  pilot  houses  and  navigator's  bridge  of  such  steamers, 
while  under  way,  all  persons  not  connected  with  the  navigation  of 
such  steamers,  except  officers  of  the  Steamboat-Inspection  Service, 
Coast  Guard,  and  engineer  officers  of  the  United  States  Army  in 
charge  of  the  improvement  of  that  particular  waterway,  when  upon 
business:  Provided,  That  licensed  officers  of  steamboats,  persons 
regularly  engaged  in  learning  the  profession  of  pilot,  officers  of  the 
United  States  Navy,  United  States  Coast  and  Geodetic  Survey,  and 
Lighthouse  Service,  assistant  engineers  of  the  Engineer  Department 
of  the  United  States  Army  connected  with  the  improvement  of  that 
particular  waterway,  and  the  engineer  officers  connected  with  the 
construction  and  operation  of  the  Panama  Canal  may  be  allowed 
in  the  pilot  house  or  upon  the  navigator's  bridge  upon  the  respon- 
sibility of  the  officer  in  charge. 

The  master  of  every  such  passenger  and  ferry  steamer  shall  keep 
three  printed  copies  of  this  section  of  Rule  V  posted  in  conspicuous 
places  on  such  steamer,  one  of  which  shall  be  kept  posted  in  the  pilot 
house. 

Such  printed  copies  shall  be  furnished  by  the  Department  of  Com- 
merce to  local  inspectors  for  distribution.  (Sec.  4405,  R.  S.) 

Relieving  the  Watch.  On  well-conducted  vessels  no  part 
of  the  routine  is  so  important,  and  so  necessary  of  clear-cut 
understanding,  as  the  matter  of  turning  over  the  watch. 

On  a  steamer  in  which  the  writer  had  the  good  fortune 


THE   WATCH  OFFICER  171 

to  serve — a  liner  in  the  Transatlantic  service — this  formality 
was  practiced  with  the  utmost  precision. 

The  officer  in  charge  of  the  watch  would  keep  facing 
ahead,  near  the  telegraph,  if  the  weather  was  thick.  He 
would  turn  over  the  data  of  the  watch  rapidly  and  clearly; 
the  relieving  officer  having  already  read  over  and  initialed 
the  Captain's  order  book. 

Special  orders  from  the  Captain. 

Position — how  obtained — when. 

Vessels  passed;  in  last  hour,  at  least. 

Weather — fog  if  any;  sea  rising  or  falling. 

Wind,  veering,  or  hauling. 

Distance  made — by  log — revolutions. 

Soundings  taken — if  any. 

Lights  sighted,  or  expected;  if  in  pilot  waters. 

How  vessel  was  steering — wild — good — etc. 

THEN — being  ready  to  turn  over  the  watch : 

"  The  course  is  N.  76  degrees  east,"  says  the  Officer  of 
the  Watch. 

"  N.  76  degrees,  east,"  is  the  reply,  and  the  moment  these 
words  are  spoken  the  relief  is  in  charge,  and  steps  next  to 
the  telegraph. 

An  Incident  at  Eight  Bells.  This  simple  ceremony  of 
turning  the  watch  over  took  place  one  morning  at  eight 
bells — it  was  a  smoky  channel  morning,  heavy  weather  had 
been  met  with  on  the  run  eastward,  and  the  train  for  London 
was  waiting  at  Southampton,  for  the  first-class  passengers 
who  expected  to  dine  at  the  metropolis  that  night.  It  was 
foggy,  and  the  vessel  was  doing  close  to  twenty  knots;  the 
telegraphs  at  "  stand  by."  Everything  had  been  passed 
over  to  the  relief.  The  quartermasters  and  juniors  had 


172  THE  MEN  ON  DECK 

relieved  each  other,  two  watches  were  on  the  bridge  at  once, 
in  the  cold  wet  mist.  One  crowd,  still  a  trifle  sleepy,  but 
filled  with  a  sea  breakfast,  the  other  tired  and  wet. 

Just  as  the  course  was  being  given,  and  half  completed, 
something  leapt  out  of  the  gray  fog: 

*  Three  "  toots  "  on  the  horn  in  the  crow's  nest,  sounded 
and  a  four-masted  sailer  shot  up,  as  if  a  picture  thrown  on 
the  screen  of  fog  ahead. 

"Hard  Starb'd!"  the  order  snapped  out  on  the  tail  of 
the  words  of  the  course.  The  wet  and  draggled  officer  of 
the  watch  had  not  yet  received  his  reply — he  was  still  in 
charge. 

His  order  came  with  the  harsh  jangle  of  the  telegraph — 
he  was  stopping  the  port  engine — and  we  swept  past  an 
iron  four-masted  ship,  her  crew  clambering  to  the  bulwarks, 
her  sails  slatting  in  the  breeze,  as  we  got  the  first  sound  of 
her  horn. 

The  above  is  an  instance  where  something  happened  at 
a  critical  moment.  But  both  officers  were  trained  men,  and 
the  man  in  charge  knew  he  was  still  responsible,  and  acted 
without  a  second  of  delay. 

Responsibility.  Few  men,  aside  from  those  who  serve  as 
officers  at  sea,  have  the  responsibility  of  life  and  property  so 
directly  under  them  as  the  officers  of  the  watch. 

The  young  man  who  takes  his  first  watch  as  officer  in 
charge — with  the  great  vessel — her  lives — and  cargo,  all 
obedient  to  his  order  and  dependent  upon  his  skill  and  quick- 
ness in  the  sudden  emergency  that  may  spring  up  at  any 
moment;  that  youngster  is  to  be  congratulated.  Few  men 
are  given  the  direct  handling  and  responsibility  for  such 
mighty  forces. 

He,  in  most  cases,  realizes  this.     Accidents  are  usually 
*  Three  toots  vessel  (or  light)  ahead. 


THE  WATCH  OFFICER  173 

the  outgrowth  of  carelessness,  resulting  from  long  watches 
at  sea  where  nothing  ever  happens. 

It  is  necessary  that  the  officer  of  the  watch  constantly 
keep  his  edge.  The  old-fashioned  system  of  "  watch  and 
watch,"  that  man-  and  soul-killing  drill  of  an  age  of  short- 
sighted "  economy,"  has  come  to  be  frowned  upon  by  those 
who  have  had  to  pay  the  bills  resulting  from  accident  and 
loss. 

The  Officer  of  the  watch  should  come  to  the  bridge  fresh 
and  in  full  vigor.  His  senses  of  sight  and  hearing  should  be 
acute;  he  should  be  completely  awake  during  the  whole 
four  hours  of  his  duty. 

He  should  constantly  keep  in  mind  what  he  must  do 
under  certain  emergencies. 

He  should  constantly  be  rehearsing  disaster — with  fore- 
sight as  his  mentor. 

He  must  have  ingrained  in  his  being  the  instinctive 
knowledge  of  PORT  and  STARBOARD,  and  what  they 
mean.  Not  as  words,  but  as  effects. 

He  should  be  a  part  of  the  ship.  The  direction  of  her 
head,  or  the  action  of  her  engines,  should  be  as  natural  to 
him  as  any  movement  of  his  own  body. 

This  habit  of  mind  enables  an  officer  to  act  as  quick  as 
he  can  think — to  do  the  right  thing  without  an  instant  of 
hesitation. 

Rules  of  the  Road.  The  rules  of  the  road  should  also  be 
a  part  of  his  unconscious  knowledge — particularly  those  rules 
relating  to  the  prevention  of  collision  at  sea. 

Many  watch  officers — familiar  with  the  rules  of  the  Road 
on  the  high  seas,  are  lamentably  lax  when  conning  their 
vessel  through  narrow  waters;  here  is  where  a  great  per- 
centage of  the  accidents  to  vessels  occur.  Know  the  inland 


174  THE  MEN  ON  DECK 

rules,  the  whistle  signals;   the  proper  side  of  the  fairways  to 
take;  the  buoys  and  marks. 

What  to  Look  Out  for.  The  officer  of  the  watch  should 
keep  his  eyes  pretty  close  to  the  water  ahead;  even  in  the 
sleepy  times  of  peace.  Look  for  patches  of  weed;  and  avoid 
them.  Look  for  submerged  wreckage;  floating  mines — for 
many  years  after  the  war — well  whitened  with  bird  drop- 
pings, and  almost  invisible  in  the  wake  of  the  sun. 

And  at  the  present  time  no  merchantman  needs  to  be 
warned  to  look  out  for  periscopes,  or  what  to  do  when  he 
sees  one — and  remember  they  are  camouflaged  too.  Do  not 
be  too  quick  to  ram  a  periscope  that  is  lying  still.  It  may 
be  a  mine. 

Vessels  without  Lights.  Vessels  in  dangerous  waters  now 
run  without  the  usual  lights — in  fact  with  no  lights  at  all. 
This  brings  us  to  the  question  of  redoubled  vigilance  of  the 
keenest  and  most  wide-awake  type  of  watch  officer.  As 
vessels  become  more  valuable,  and  more  necessary — the 
necessity  for  the  best  kind  of  conning  is  self  evident.  Yet, 
due  to  our  unfortunate  lack  of  sea  interest  it  is  now  necessary, 
to  let  down  the  bars  and  send  back  to  the  sea  men  who  lack 
in  the  keenness  and  training  that  the  situation  demands,  men 
who  are  simply  so  because  of  our  faulty  lack  of  foresight  in 
the  past. 

The  running  without  lights  is  sanctioned  by  the  govern- 
ments at  war,  as  a  necessary  war  measure  and  fog  signals 
are  omitted  in  war  zones. 

The  Unwritten  Rule.  Watch  officers  have  long  con- 
sidered an  "  unwritten  rule  "  that  has  no  doubt  been  acted 
upon.  Namely,  if  you  see  collision  coming,  "  hit  the  other 
fellow/'  This  of  course  is  to  be  taken  for  what  it  is  worth 
and  should  find  no  response  in  the  mind  of  the  young  officer 
who  tramps  the  bridge  on  the  night  watch  and  works  out 
the  problems  of  the  sea. 


THE  WATCH  OFFICER  175 

The  law  is  very  concise  about  the  "  Risk  of  collision  " 
and  collision  comes  without  much  warning.  The  one  thing 
that  is  positive,  is  the  duty  to  stand  by,  and  this  is  incumbent 
on  both  vessels. 

Risk  of  Collision  Rule.  Risk  of  collision  can,  when  cir- 
cumstances permit,  be  ascertained  by  carefully  watching 
the  compass  bearing  of  an  approaching  vessel.  If  the  bearing 
does  not  appreciably  change,  such  risk  should  be  deemed 
to  exist. 

Duty  to  Stay  by.  In  every  case  of  collision  between  two 
vessels  it  shall  be  the  duty  of  the  master  or  person  in  charge 
of  each  vessel,  if  and  so  far  as  he  can  do  so  without  serious 
danger  to  his  own  vessel,  crew,  and  passengers  (if  any),  to 
stay  by  the  other  vessel  until  he  has  ascertained  that  she 
has  no  need  of  further  assistance,  and  to  render  to  the  other 
vessel,  her  master,  crew,  and  passengers  (if  any),  such  assist- 
ance as  may  be  practicable  and  as  may  be  necessary  in  order 
to  save  them  from  any  danger  caused  by  the  collision,  and 
also  to  give  to  the  master  or  person  in  charge  of  the  other 
vessel  the  name  of  his  own  vessel  and  her  port  of  registry, 
or  the  port  or  place  to  which  she  belongs,  and  also  the  name 
of  the  ports  and  places  from  which  and  to  which  she  is 
bound. 

If  he  fails  so  to  do,  and  no  reasonable  cause  for  such 
failure  is  shown,  the  collision  shall,  in  the  absence  of  proof 
to  the  contrary,  be  deemed  to  have  been  caused  by  his 
wrongful  act,  neglect,  or  default. 

Every  master  or  person  in  charge  of  a  United  States 
vessel  who  fails,  without  reasonable  cause,  to  render  such 
assistance  or  give  such  information  as  aforesaid  shall  be 
deemed  guilty  of  a  misdemeanor,  and  shall  be  liable  to  a 
penalty  of  one  thousand  dollars,  or  imprisonment  for  a  term 
not  exceeding  two  years;  and  for  the  above  sum  the  vessel 
shall  be  liable  and  may  be  seized  and  proceeded  against  by 
process  in  any  district  court  of  the  United  States  by  any 


176  THE  MEN  ON  DECK 

person;    one-half  such  sum  to  be  payable  to  the  informer 
and  the  other  half  to  the  United  States. 

Dangerous  Conditions.  Fog,  mist,  bright  moonlight,  coal 
black  night,  with  phosphorescent  sea;  all  are  dangerous  con- 
ditions so  far  as  visibility  is  concerned.  From  three  to  five 
in  the  morning;  at  the  tail  of  the  mid  watch,  and  for  the 
first  hour  of  the  morning  watch,  when  vitality  is  low,  and 
the  senses  of  man  lag  with  the  coming  of  the  dawn;  then  is 
the  time  that  the  officer  of  the  watch  should  key  himself 
to  a  sense  of  complete  responsibility — helped  out  by  black 
coffee  if  it  can  be  had — and  every  steamer  should  provide 
this  at  the  change  of  watch,  and  oftener  if  need  be. 

Look  Out.  Be  alive  to  the  changes  of  the  weather, 
Steamship  officers  are  liable  to  lack  in  this  respect.  Watch 
the  stars,  if  out.  Note  the  sudden  snuffing  out  of  stars 
near  the  horizon — watch  out  for  fog  banks  lying  low  ahead. 

Look  out  for  white  water,  squalls,  get  awnings  in  before 
they  are  blown  away — never  leaving  the  bridge,  of  course, 
unless  the  Master  relieves. 

Ice.  If  in  the  dangerous  latitudes  look  out  for  ice.  Note 
sudden  changes  in  the  temperature  of  air  and  sea.  The  sea 
water  should  be  taken  every  hour  at  least.  Ice  gives  no 
warning — sense  it,  and  slow  down  before  it  is  too  late. 
Remember  the  Titanic. 

Watch  the  barometer  changes — the  clouds — the  wind,  and 
its  changes,  whether  veering,  or  hauling. 

Important.  Know  the  sailing  ship  routes — study  the 
pilot  charts — and  always  remember  the  possible  speed  and 
condition  of  sail,  whether  on  the  wind,  or  free,  of  sailing 
vessels  that  are  liable  to  be  met  with  in  your  vicinity. 

Night  Orders.  The  night  order  book  contains  two  sets 
of  orders: 


THE  WATCH  OFFICER  177 


THE   STANDING   ORDERS 

A.  Before  taking  charge  make  yourself  thoroughly  familiar 
with  the  position  of  the  ship  with  reference  to  vessels  in  sight, 
any  land  or  shoals  or  rocks  that  may  be  near;  with  the  general 
condition  of  the  weather,  speed,  revolutions,  sail,  if  any  is  set, 
awnings,  boats  swung  out,  running  lights,  and  the  orders  of 
the  Captain  for  the  night. 

B.  Make  no  change  in  the  course — unless  instructed  to  do 
so  by  the  night  orders,  without  obtaining  the  permission  of  the 
Captain — unless  it  is  necessary  to  avoid  immediate  danger. 
Then  report  promptly  to  the  Captain — by  messenger  or  tele- 
phone. 

C.  Make  no  change  in  the  speed,  unless  as  directed  by  the 
night  orders,  or  to  avoid  collision. 

D.  Report  promptly  to  the  Captain  all  lights  upon  the  shore; 
discolored  water;   unusual  weather  conditions;   and  report  all 
vessels  sighted  and  their  nature,  when  this  can  be  determined. 
(At  night,  it  is  not  usual  to  report  every  steamer  passed.) 

E.  When  in  doubt  about  anything  affecting  the  safety  of 
the  vessel,  call  the  Captain  at  once. 

F.  In  the  event  of  fire,  or  any  kind   of  disturbance  or 
accident,  call  the  Captain  at  once,  and  report  same. 

G.  Man  overboard;    act  at  once,  stop,  reverse,  release 
water  lights  and  ring  buoys,  call  away  quarter  boat,  and  call 
Captain. 

H.  Keep  lookouts  posted  after  dark,  or  in  fog.  Comply 
with  all  the  regulations  for  preventing  collisions  at  sea.  Call 
Captain  if  it  gets  thick;  start  fog  signals  at  once. 

I.  Report  all  unusual  changes  in  sea  or  weather  to  the 
Captain.  If  engines  stop,  or  slow  down  without  orders  from 
the  bridge,  call  Captain  at  once. 

J.  Take  bearings  on  the  course  whenever  suitable  stars 
are  available.  Call  Captain  at  any  unusual  change  in  devia- 
tion, or  error. 


178  THE  MEN  ON  DECK 

K.  Get  sights  when  favorable  conditions  present  themselves. 
Report  all  fixes  to  the  Captain,  on  Officers'  Report  Blanks, 
show  bearings,  and  time  (ship)  and  log  readings. 

L.  All  officers  must  read  and  sign  these  STANDING 
ORDERS,  and  must  read  and  sign  the  night  order  book  at 
the  beginning  of  their  watch,  before  taking  over  the  course. 

THE  NIGHT  ORDERS 

The  night  orders  are  usually  written  up  by  the  Master 
in  the  dog  watch  and  are  signed  by  the  officer  coming  on 
for  the  first  night  watch,  eight  to  midnight. 

They  may  be  amended  and  added  to  at  any  time.  If 
the  Master  adds  anything  to  the  orders  he  will  relieve  the 
officer  of  the  watch,  while  his  added  instructions  are  being 
read  and  initialed,  if  necessary. 

The  night  orders  are  liable  to  instruct  about: 

Changes  in  the  course — when — how  much — what  course. 

Cautions  as  to  lights  and  landfalls  expected. 

Cautions  as  to  vessels  to  be  met. 

Cautions  as  to  weather  changes. 

Instructions  as  to  calling  of  Captain,  Chief  Mate,  etc. 

Instructions  as  to  getting  under  way,  calling  officers,  men, 
(when  at  anchor). 

Instructions  as  to  navigation — sights — bearings. 

The  Deck.  Where  the  Chief  Mate  stands  a  bridge  watch, 
the  officer  of  the  watch  is  generally  considered  to  be  in 
charge  of  the  men  on  deck,  though  they  may  be  engaged 
at  work  under  the  boatswain — work  laid  out  by  the  Chief 
Mate.  This,  however,  is  largely  a  matter  of  organization. 
If  the  vessel  is  small,  the  officer  of  the  watch  can  keep  an 
eye  on  things  from  the  bridge.  If  he  Jieeds  assistance  of 


THE  WATCH  OFFICER  179 

any  kind  he  calls  for  it.  He  directs  the  taking  in  of  awnings, 
and  sails,  if  carried,  the  turning  of  ventilators,  the  closing  of 
the  cowls  in  case  of  rain. 

Fire.    In  the  event  of  fire: 

CALL  THE  CAPTAIN,  if  a  junior  officer,  call  the  Chief 
Mate  also. 

At  the  same  time  sound  the  fire  alarms. 

The  usual  fire  drill  then  takes  place. 

The  vessel  is  turned  over  to  the  Captain  as  soon  as  fire 
is  reported  and  the  officer  of  the  watch  attends  at  the  fire 
or  does  as  he  is  directed  by  the  Captain.  The  Chief  Engi- 
neer should  also  be  informed  of  the  fire,  and  the  engineer 
on  watch  is  advised  of  it  by  telephone  or  by  voice  tube. 

The  wireless  operators  are  advised  at  once  and  await 
the  orders  of  the  Captain,  except  in  case  of  sudden  disaster, 
when  they  at  once  send  out  their  calls  for  assistance. 

Being  Overtaken.  When  your  vessel  is  being  overtaken, 
set  off  flare-up  and  call  Captain  at  once.  On  many  slow 
cargo  steamers  a  lookout  astern  is  almost  as  necessary  as 
a  lookout  ahead. 

Running  Lights.  In  narrow  waters  have  oil  lamps  trimmed 
and  ready  for  use,  in  case  the  electric  lights  give  out.  This 
is  very  important. 

In  War  Zone.  The  standing  of  watches  in  the  war  zone 
is  subject  to  special  precautions. 

The  following  recommendations  have  been  published  by 
the  Supervising  Inspector  General: 

Recommendations. 

Reliable  information  is  to  the  effect  that  many  or  nearly  all  of  the 
lives  that  have  been  lost  from  vessels  after  attack  has  been  due  to 
the  fact  that,  in  many  instances,  the  boats  have  been  launched  while 
the  ship  has  had  considerable  way,  either  ahead  or  astern,  and  that 


180  THE  MEN  ON  DECK 

engineers  have  been  compelled  to  abandon  the  engine  room  while 
the  engines  were  still  working. 

It  is  suggested,  therefore,  that  the  bridge  watch,  or  the  master, 
assure  themselves,  if  possible,  that  the  engines  are  at  rest  and  the 
way  off  the  vessel  before  the  boats  are  launched.  It  is  also  strongly 
recommended  that,  due  to  the  possibility  of  the  boats  on  the  weather 
side  of  the  ship  not  being  available,  the  full  lifeboat  capacity  on 
cargo  ships  be  carried  on  each  side  so  that  full  capacity  may  be 
available  at  all  times. 

It  is  strongly  and  earnestly  recommended  that  on  all  vessels 
entering  the  War  Zone,  or  the  dangerous  areas,  the  passengers  and 
crew  be  kept  fully  prepared  (so  far  as  may  be  possible  or  the  navi- 
gation of  the  vessel  permits),  for  speedy  and  immediate  disembark- 
ing, or  abandoning  ship  in  case  of  emergency,  and  that  the  crew  be 
furnished  with  life  preservers  of  such  character  as  to  allow  the  free 
use  of  the  arms  in  rowing  and  boat  launching.  All  should  be  warmly 
clad  without  unnecessary  or  hindering  incumbrance. 

The  requirements  and  suggestions  herein  set  forth  should  be  met 
promptly  and  generously,  and  it  is  expected  that  all  concerned  will 
cooperate  in  making  better  and  safer  conditions  in  the  nagivation 
of  dangerous  areas.  Local  inspectors,  however,  will  not  unneces- 
sarily delay  vessels  from  proceeding  on  their  voyage  to  ports  of  the 
Allied  Governments  if  it  is  not  possible  to  meet  these  requirements 
previous  to  the  appointed  time  of  departure. 

GEO.  UHLER, 
Supervising  Inspector  General. 

Zig-zag.  The  great  utility  of  zig-zagging  is  recognized. 
The  Zig-zag  control  apparatus,  marketed  by  Captain  Arthur 
N.  McGray  of  New  York,  has  special  advantages,  and  watch 
officers  should  master  its  use. 

Bearings.  Get  bearings,  bow  and  beam,  two  point,  or 
cross,  at  every  opportunity.  Get  vertical  angles,  horizontal 
angles,  tangents,  wherever  possible.  Fix  the  vessel  as  often 
as  you  can. 

If  the  vessel  carried  a  three-armed  protractor,  get  the  hori- 
zontal angles  between  any  three  objects,  that  are  visible,  and 


THE  WATCH  OFFICER  181 

favorably  situated  with  reference  to  the  vessel,  and  are 
plotted  on  the  chart. 

Lights.  See  all  light  houses,  and  light  ships,  when  you 
expect  to,  or  call  the  Captain. 

Azimuths — Amplitudes.  Get  azimuths  and  amplitudes 
at  every  favorable  opportunity  and  see  the  results  carefully 
entered  in  the  deviation  log,  so  the  Captain  can  inspect 
them. 

Sights.  Get  sights  as  often  as  possible  on  the  watch. 
With  clear  horizon  at  twilight,  get  stars  east  and  west,  and 
north  and  south.  Such  a  fix  is  often  most  important. 
Check  up  all  dead  reckoning  by  observations. 

Hydrographic  Reports.  The  report  blanks  furnished  by 
the  Hydrographic  Office  should  be  carefully  filled  out  and 
forwarded.  This  duty  is  usually  given  to  one  of  the  junior 
officers. 

Pilot  Charts.  The  officer  on  watch  can  very  profitably 
occupy  his  mind  in  studying  the  pilot  charts  furnished  by 
the  U.  S.  Hydrographic  Office,  they  yield  much  useful  data, 
and  are  specially  useful  in  warning  of  the  existence  of  dere- 
licts, and  their  possible  drift. 

Derelicts.  Trace  out  all  derelicts  shown  in  your  path 
with  their  possible  drift  since  last  report.  Always  keep  a 
sharp  lookout  for  them,  whether  on  the  pilot  chart  or  not. 

Bridge.  Many  bridges  are  fitted  with  comfortable  shel- 
ters at  the  wings — others  with  elaborate  enclosures.  A 
simple  work  desk  should  be  provided,  when  only  one  officer 
is  on  watch,  so  he  can  work  out  bearings,  etc.,  while  on  the 
bridge,  facing  ahead. 


182  THE  MEN  ON  DECK 

Useful  Desk.  The  desk  also  serves  as  a  handy  table  for 
his  sextant,  or  for  a  cup  of  hot  coffee — cabin  style. 

Quartermasters.  Quartermasters  are  usually  carried, 
and  they  are  under  the  immediate  charge  of  the  officer  of 
the  watch.  The  care  of  the  bridge,  its  neat  and  shipshape 
appearance,  reflects  credit,  or  otherwise,  on  the  watch  officers. 

Bridge  Etiquette.  The  etiquette  of  the  bridge,  in  the 
Merchant  Service,  especially  on  the  large  liners,  is  as  formal 
and  stiff  as  that  on  any  battleship.  The  heights  of  respon- 
sibility are  always  on  high  tension.  In  the  lesser  trades, 
on  tramps  and  the  like,  officers  are  more  lax,  though  they 
should  be  no  less  vigilant. 

Salutes  are  given  and  returned  (on  the  liners)  and  uniform 
is  worn. 

Relieving  officer  should  be  on  bridge  at  least  five  minutes 
before  eight  bells. 

Commissions  M.  M.  The  British  Merchant  Service  is  at 
the  present  time  strongly  advocating  commissions,  by  the 
Government,  for  Merchant  Marine  Officers.  With  our  Ship- 
ping Board,  and  with  the  growing  control  by  military  and 
naval  authorities  over  merchantmen,  some  such  plan  might 
be  advisable  for  American  Merchant  Marine  Officers,  and 
would  undoubtedly  help  to  elevate  the  standards,  and  bring 
the  naval  and  mercantile  services  into  closer  harmony. 

Standard  Uniform.  The  British  Merchant  Service  asso- 
ciations are  also  agitating  the  question  of  some  sort  of 
standard  uniform  for  merchant  service,  officers  and  men. 

This  is  a  good  idea,  and  should  be  adopted  by  Americans. 
The  writer,  however,  would  not  advise  the  adoption  of  the 
naval  blouse.  This  is  the  property  of  the  U.  S.  Navy. 
Merchant  officers,  if  they  adopt  any  sort  of  uniform,  should 
provide  themselves  with  something  having  pockets,  and  a 
roll  collar,  and  less  on  the  order  of  a  princess  gown. 


THE   WATCH  OFFICER  183 

Conclusion.  The  watch  officers  of  a  vessel  should  be 
as  familiar  as  possible  with  the  handling  qualities  of  their 
vessel : 

Her  turning  circle. 

Her  quickest  turn — usually  both  screws  ahead. 

Her  shortest  turn — inner  screw  slow  astern  and  the  way  her  head 
scends,  under  all  conditions. 

See  that  the  course  is  kept  religiously — use  small  helm,  be  quick 
and  courteous.  Keep  a  sharp  lookout  for  signals  when  passing 
craft  at  sea — Call  Captain — and  reply  smartly. 


THE  WATCH  OFFICER— IN  PORT 

While  in  port,  merchant  ships,  except  the  larger  liners, 
do  not  indulge  in  the  luxury  of  an  officer  of  the  watch,  in 
fact  such  a  gentleman  would  be  out  of  place  with  his  telescope 
under  his  arm,  dodging  drafts  of  cargo,  and  listening  to  the 
repartee  of  the  stevedores.  Everything  in  its  place,  and  as 
common  sense  rules  in  the  long  run,  the  formalities  of  the 
merchant  service  have  settled  down  to  the  more  simple 
courtesies  of  life. 

A  quartermaster  should  be  on  gangway  watch,  cleanly 
dressed,  or  in  uniform,  if  it  is  worn,  to  see  that  only  those 
who  have  business  on  board  are  admitted  to  the  ship.  He 
should  salute  the  officers,  who  will  return  it. 

On  Sundays,  and  Holidays,  when  cargo  is  not  being 
worked,  and  when  the  ship  is  at  rest,  an  officer  should  be 
told  off  to  stand  day's  duty.  He  should  see  that  the  vessel 
is  in  shipshape  order,  falls  neatly  coiled,  decks  clean,  Irish 
pendants  all  removed,  awnings  hauled  out  taut,  flags  closely 
mast  headed  and  kept  clear,  and  that  everything  is  kept  in 
immaculate  order  about  the  gangway.  He  should  not  allow 
loitering  about  the  gangway. 


CHAPTER 
THE  RULES  OF 

INTERNATIONAL  RULES 
I.    ENACTING  CLAUSE,  SCOPE,  AND  PENALTY 

Be  it  enacted  by  the  Senate  and  House  of  Representatives  of  the 
United  States  of  America  in  Congress  assembled,  That  the  following 
regulations  for  preventing  collisions  at  sea  shall  be  followed  by  all 
public  and  private  vessels  of  the  United  States  upon  the  high  seas 
and  in  all  waters  connected  therewith,  navigable  by  seagoing  vessels. 

ARTICLE  30.  Nothing  in  these  rules  shall  interfere  with  the  oper- 
ation of  a  special  rule,  duly  made  by  local  authority,  relative  to  the 
navigation  of  any  harbor,  river,  or  inland  waters. 


184 


XVIII 
THE  ROAD 

INLAND  RULES 
I.    ENACTING  CLAUSE,  SCOPE,  AND  PENALTY. 

Whereas  the  provisions  of  chapter  eight  hundred  and  two  of  the 
laws  of  eighteen  hundred  and  ninety,  and  the  amendments 
thereto,  adopting  regulations  for  preventing  collisions  at  sea 
[i.e.,  international  rules  of  left-hand  column],  apply  to  all  waters  of 
the  United  States  connected  with  the  high  seas  navigable  by 
sea-going  vessels,  except  so  far  as  the  navigation  of  any  harbor, 
river,  or  inland  waters  is  regulated  by  special  rules  duly  made 
by  local  authority;  and 

Whereas  it  is  desirable  that  the  regulations  relating  to  the  navigation 
of  all  harbors,  rivers,  and  inland  waters  of  the  United  States, 
except  the  Great  Lakes  and  their  connecting  and  tributary 
waters  as  far  east  as  Montreal  and  the  Red  River  of  the  North  and 
rivers  emptying  into  the  Gulf  of  Mexico  and  their  tributaries, 
shall  be  stated  in  one  act:  Therefore, 

Be  it  enacted  by  the  Senate  and  House  of  Representatives  of  the 
United  States  of  America  in  Congress  assembled,  That  the  following 
regulations  for  preventing  collisions  shall  be  followed  by  all  vessels 
navigating  all  harbors,  rivers,  and  inland  waters  of  the  United  States, 
except  the  Great  Lakes  and  their  connecting  and  tributary  waters  as 
far  east  as  Montreal  and  the  Red  River  of  the  North  and  rivers 
emptying  into  the  Gulf  of  Mexico  and  their  tributaries,  and  are  hereby 
declared  special  rules  duly  made  by  local  authority: 

SEC.  3.  That  every  pilot,  engineer,  mate,  or  master  of  any  steam 
vessel,  and  every  master  or  mate  of  any  barge  or  canal  boat,  who 
neglects  or  refuses  to  observe  the  provisions  of  this  act,  or  the  regu- 
lations established  in  pursuance  of  the  preceding  section  [see  section  2, 
page  193],  shall  be  liable  to  a  penalty  of  fifty  dollars,  and  for  all 

185 


186  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 


PRELIMINARY  DEFINITIONS 

In  the  following  rules  every  steam  vessel  which  is  under  sail 
and  not  under  steam  is  to  be  considered  a  sailing  vessel,  and  every 
vessel  under  steam,  whether  under  sail  or  not,  is  to  be  considered  a 
steam  vessel. 

The  words  "steam  vessel"  shall  include  any  vessel  propelled 
by  machinery. 

A  vessel  is  "  under  way,"  within  the  meaning  of  these  rules,  when 
she  is  not  at  anchor,  or  made  fast  to  the  shore,  or  aground. 

II.    LIGHTS,  AND  SO  FORTH 

The  word  "  visible  "  in  these  rules  when  applied  to  lights  shall 
mean  visible  on  a  dark  night  with  a  clear  atmosphere. 

ARTICLE  i.  The  rules  concerning  lights  shall  be  complied  with  in 
all  weathers  from  sunset  to  sunrise,  and  during  such  time  no  other 
lights  which  may  be  mistaken  for  the  prescribed  lights  shall  be 
exhibited. 

Steam  vessels — masthead  light. 

ART.  2.  A  steam  vessel  when  under  way  shall  carry — (a)  On  or  in 
front  of  the  foremast,  or  if  a  vessel  without  a  foremast,  then  in  the 
fore  part  of  the  vessel,  at  a  height  above  the  hull  of  not  less  than  twenty 
feet,  and  if  the  breadth  of  the  vessel  exceeds  twenty  feet,  then  at  a 
height  above  the  hull  not  less  than  such  breadth,  so,  however,  that 
the  light  need  not  be  carried  at  a  greater  height  above  the  hull  than 


THE  RULES  OF  THE  ROAD          187 

INLAND  RULES 

damages  sustained  by  ny  passenger  in  his  person  or  baggage  by  such 
neglect  or  refusal:  Provided,  That  nothing  herein  shall  relieve  any 
vessel,  owner,  or  corporation  from  any  liability  incurred  by  reason 
of  such  neglect  or  refusal. 

SEC.  4.  That  every  vessel  that  shall  be  navigated  without  com- 
plying with  the  provisions  of  this  act  shall  be  liable  to  a  penalty  of 
two  hundred  dollars,  one-half  to  go  to  the  informer,  for  which  sum 
the  vessel  so  navigated  shall  be  liable  and  may  be  seized  and  pro- 
ceeded against  by  action  in  any  district  court  of  the  United  States 
having  jurisdiction  of  the  offense. 

PRELIMINARY  DEFINITIONS 

In  the  following  rules  every  steam  vessel  which  is  under  sail  and 
not  under  steam  is  to  be  considered  a  sailing  vessel,  and  every  vessel 
under  steam,  whether  under  sail  or  not,  is  to  be  considered  a  steam 
vessel. 

The  words  "steam  vessel"  shall  include  any  vessel  propelled  by 
machinery. 

A  vessel  is  "under  way,"  within  the  meaning  of  these  rules,  when 
she  is  not  at  anchor,  or  made  fast  to  the  shore,  or  aground. 

II.    LIGHTS  AND  SO  FORTH 

The  word  "visible"  in  these  rules,  when  applied  to  lights,  shall 
mean  visible  on  a  dark  night  with  a  clear  atmosphere. 

ARTICLE  i.  The  rules  concerning  lights  shall  be  complied  with  in 
all  weathers  from  sunset  to  sunrise,  and  during  such  time  no  other 
lights  which  may  be  mistaken  for  the  prescribed  lights  shall  be 
exhibited. 

Steam  vessels — masthead  light. 

ART.  2.  A  steam  vessel  when  under  way  shall  carry — (a)  On  or 
in  the  front  of  the  foremast,  or  if  a  vessel  without  a  foremast,  then 
in  the  fore  part  of  the  vessel,  a  bright  white  light  so  constructed  as 
to  show  an  unbroken  light  over  an  arc  of  the  horizon  of  twenty  points 
of  the  compass,  so  fixed  as  to  throw  the  light  ten  points  on  each  side 
of  the  vessel,  namely,  from  right  ahead  to  two  points  abaft  the  beam 


188  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 

forty  feet,  a  bright  white  light,  so  constructed  as  to  show  an  un- 
broken light  over  an  arc  of  the  horizon  of  twenty  points  of  the  com- 
pass, so  fixed  as  to  throw  the  light  ten  points  on  each  side  of  the 
vessel,  namely,  from  right  ahead  to  two  points  abaft  the  beam  on 
either  side,  and  of  such  a  character  as  to  be  visible  at  a  distance  of 
at  least  five  miles. 

Steam  vessels — side  lights. 

(b)  On  the  starboard  side  a  green  light  so  constructed  as  to  show 
an  unbroken  light  over  an  arc  of  the  horizon  of  ten  points  of  the 
compass,  so  fixed  as  to  throw  the  light  from  right  ahead  to  two  points 
abaft  the  beam  on  the  starboard  side,  and  of  such  a  character  as  to 
be  visible  at  a  distance  of  at  least  two  miles. 

(c)  On  the  port  side  a  red  light  so  constructed  as  to  show  an  un- 
broken light  over  an  arc  of  the  horizon  of  ten  points  of  the  compass, 
so  fixed  as  to  throw  the  light  from  right  ahead  to  two  points  abaft 
the  beam  on  the  port  side,  and  of  such  a  character  as  to  be  visible  at 
a  distance  of  at  least  two  miles. 

(d)  The  said  green  and  red  side  lights  shall  be  fitted  with  inboard 
screens  projecting  at  least  three  feet  forward  from  the  light,  so  as  to 
prevent  these  lights  from  being  seen  across  the  bow. 

Steam  vessels — range  lights. 

(e)  A  steam  vessel  when  under  way  may  carry  an  additional 
white  light  similar  in  construction  to  the  light  mentioned  in  sub- 
division (a).    These  two  lights  shall  be  so  placed  in  line  with  the  keel 
that  one  shall  be  at  least  fifteen  feet  higher  than  the  other,  and  in  such 
a  position  with  reference  to  each  other  that  the  lower  light  shall  be 
forward  of  the  upper  one.    The  vertical  distance  between  these 
lights  shall  be  less  than  the  horizontal  distance. 


THE  RULES  OF  THE  ROAD          189 

INLAND  RULES 

on  either  side,  and  of  such  a  character  as  to  be  visible  at  a  distance 
of  at  least  five  miles. 


Steam  vessels—side  lights. 

(b)  On  the  starboard  side  a  green  light  so  constructed  as  to  show 
an  unbroken  light  over  an  arc  of  the  horizon  of  ten  points  of  the  com- 
pass, so  fixed  as  to  throw  the  light  from  right  ahead  to  two  points 
abaft  the  beam  on  the  starboard  side,  and  of  such  a  character  as  to  be 
visible  at  a  distance  of  at  least  two  miles. 

(c)  On  the  port  side  a  red  light  so  constructed  as  to  show  an 
unbroken  light  over  an  arc  of  the  horizon  of  ten  points  of  the  compass, 
so  fixed  as  to  throw  the  light  from  right  ahead  to  two  points  abaft  the 
beam  on  the  port  side,  and  of  such  a  character  as  to  be  visible  at  a 
distance  of  at  least  two  miles. 

(d)  The  said  green  and  red  side  lights  shall  be  fitted  with  inboard 
screens  projecting  at  least  three  feet  forward  from  the  light,  so  as  to 
prevent  these  lights  from  being  seen  across  the  bow. 

Steam  vessels — range  lights. 

(e)  A  seagoing  steam  vessel  when  under  way  may  carry  an  addi- 
tional white  light  similar  in  construction  to  the  light  mentioned  in 
subdivision  (a).  These  two  lights  shall  be  so  placed  in  line  with  the 
keel  that  one  shall  be  at  least  fifteen  feet  higher  than  the  other,  and 
in  such  a  position  with  reference  to  each  other  that  the  lower  light 
shall  be  forward  of  the  upper  one.     The  vertical  distance  between 
these  lights  shall  be  less  than  the  horizontal  distance. 

(/)  All  steam  vessels  (except  seagoing  vessels  and  ferryboats), 
shall  carry  in  addition  to  green  and  red  lights  required  by  article  two 
(6),  (c),  and  screens  as  required  by  article  two  (d),  a  central  range  of 
two  white  lights;  the  after  light  being  carried  at  an  elevation  at  least 
fifteen  feet  above  the  light  at  the  head  of  the  vessel.  The  headlight 
shall  be  so  constructed  as  to  show  an  unbroken  light  through  twenty 
points  of  the  compass,  namely,  from  right  ahead  to  two  points  abaft 
the  beam  on  either  side  of  the  vessel,  and  the  after  light  so  as  to  show 
all  around  the  horizon. 


190  THE  MEN  ON  BECK 

INTERNATIONAL  RULES 
Steam  vessels  when  towing. 

ART.  3.  A  steam  vessel  when  towing  another  vessel  shall,  in  addi- 
tion to  her  side  lights,  carry  two  bright  white  lights  in  a  vertical  line 
one  over  the  other,  not  less  than  six  feet  apart,  and  when  towing  more 
than  one  vessel  shall  carry  an  additional  bright  white  light  six  feet 
above  or  below  such  lights,  if  the  length  of  the  tow  measuring  from 
the  stern  of  the  towing  vessel  to  the  stern  of  the  last  vessel  towed 
exceeds  six  hundred  feet.  Each  of  these  lights  shall  be  of  the  same 
construction  and  character,  and  shall  be  carried  in  the  same  position 
as  the  white  light  mentioned  in  article  two  (a),  excepting  the  additional 
light,  which  may  be  carried  at  a  height  of  not  less  than  fourteen  feet 
above  the  hull. 

Such  steam  vessel  may  carry  a  small  white  light  abaft  the  funnel 
or  aftermast  for  the  vessel  towed  to  steer  by,  but  such  light  shall  not 
be  visible  forward  of  the  beam. 

Special  lights. 

ART.  4.  (a)  A  vessel  which  from  any  accident  is  not  under 
command  shall  carry  at  the  same  height  as  a  white  light  mentioned 
in  article  two  (a),  where  they  can  best  be  seen,  and  if  a  steam  vessel 
in  lieu  of  that  light  two  red  lights,  in  a  vertical  line  one  over  the  other, 
not  less  than  six  feet  apart,  and  of  such  a  character  as  to  be  visible  all 
around  the  horizon  at  a  distance  of  at  least  two  miles;  and  shall  by 
day  carry  in  a  vertical  line  one  over  the  other,  not  less  than  six  feet 
apart,  where  they  can  best  be  seen,  two  black  balls  or  shapes,  each 
two  feet  in  diameter. 

(b)  A  vessel  employed  in  laying  or  in  picking  up  a  telegraph 
cable  shall  carry  in  the  same  position  as  the  white  light  mentioned 
in  article  two  (a),  and  if  a  steam  vessel  in  lieu  of  that  light  three 
lights  in  a  vertical  line  one  over  the  other  not  less  than  six  feet 
apart.  The  highest  and  lowest  of  these  lights  shall  be  red,  and  the 
middle  light  shall  be  white,  and  they  shall  be  of  such  a  character  as 
to  be  visible  all  around  the  horizon,  at  a  distance  of  at  least  two  miles. 
By  day  she  shall  carry  in  a  vertical  line,  one  over  the  other,  not  less 
than  six  feet  apart,  where  they  can  best  be  seen,  three  shapes  not 
less  than  two  feet  in  diameter,  of  which  the  highest  and  lowest  shall 
be  globular  in  shape  and  red  in  color,  and  the  middle  one  diamond 
in  shape  and  white. 


THE  RULES  OF  THE  ROAD 


191 


INLAND  RULES 
Steam  vessels  when  towing. 

ART.  3.  A  steam  vessel  when  towing  another  vessel  shall,  in 
addition  to  her  side  lights,  carry  two  bright  white  lights  in  a  vertical 
line  one  over  the  other,  not  less  than  three  feet  apart,  and  when  towing 
more  than  one  vessel  shall  carry  an  additional  bright  white  light  three 
feet  above  or  below  such  lights,  if  the  length  of  the  tow  measuring 
from  the  stern  of  the  towing  vessel  to  the  stern  of  the  last  vessel  towed 
exceeds  six  hundred  feet.  Each  of  these  lights  shall  be  of  the  same 
construction  and  character,  and  shall  be  carried  in  the  same  position 
as  the  white  light  mentioned  in  article  two  (a)  or  the  after  range  light 
mentioned  in  article  two  (f). 

Such  steam  vessel  may  carry  a  small  white  light  abaft  the  funnel 
or  aftermast  for  the  vessel  towed  to  steer  by,  but  such  light  shall  not 
be  visible  forward  of  the  beam. 


192  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 

(c)  The  vessels  referred  to  in  this  article,  when  not  making  way 
through  the  water,  shall  not  carry  the  side  lights,  but  when  making 
way  shall  carry  them. 

(d)  The  lights  and  shapes  required  to  be  shown  by  this  article 
are  to  be  taken  by  other  vessels  as  signals  that  the  vessel  showing 
them  is  not  under  command  and  can  not  therefore  get  out  of  the  way. 

These  signals  are  not  signals  of  vessels  in  distress  and  requiring 
assistance.  Such  signals  are  contained  in  article  thirty-one. 

Lights  for  sailing  vessels  and  vessels  in  tow. 

ART.  5.  A  sailing  vessel  under  way  and  any  vessel  being  towed 
shall  carry  the  same  lights  as  are  prescribed  by  article  two  for  a  steam 
vessel  under  way,  with  the  exception  of  the  white  lights  mentioned 
therein,  which  they  shall  never  carry. 


Lights  for  small  vessels. 

ART.  6.  Whenever,  as  in  the  case  of  small  vessels  under  way 
during  bad  weather,  the  green  and  red  side  lights  can  not  be  fixed, 
these  lights  shall  be  kept  at  hand,  lighted  and  ready  for  use;  and 
shall,  on  the  approach  of  or  to  other  vessels^  be  exhibited  on  their 


THE  RULES  OF  THE  ROAD          193 
INLAND  RULES 


Lights  for  sailing  vessels  and  vessels  in  tow. 

ART.  5.  A  sailing  vessel  under  way  or  being  towed  shall  carry  the 
same  lights  as  are  prescribed  by  article  two  for  a  steam  vessel  under 
way,  with  the  exception  of  the  white  lights  mentioned  therein,  which 
they  shall  never  carry. 

Lights  for  ferryboats,  barges,  and  canal  boats  in  tow. 

SEC.  2.  That  the  supervising  inspectors  of  steam  vessels  and  the 
Supervising  Inspector-General  shall  establish  such  rules  to  be  observed 
by  steam  vessels  in  passing  each  other  and  as  to  the  lights  to  be  car- 
ried by  ferryboats  and  by  barges  and  canal  boats  when  in  tow  of 
steam  vessels  (and  as  to  the  lights  and  day  signals  to  be  carried  by 
vessels,  dredges  of  all  types,  and  vessels  working  on  wrecks  by  [or] 
other  obstruction  to  navigation  or  moored  for  submarine  operations, 
or  made  fast  to  a  sunken  object  which  may  drift  with  the  tide  or  be 
towed)  not  inconsistent  with  the  provisions  of  this  act,  as  they  from 
time  to  time  may  deem  necessary  for  safety,  which  rules  when  ap- 
proved by  the  Secretary  of  Commerce  are  hereby  declared  special 
rules  duly  made  by  local  authority,  as  provided  for  in  article  thirty 
of  chapter  eight  hundred  and  two  of  the  laws  of  eighteen  hundred 
and  ninety.  Two  printed  copies  of  such  rules  shall  be  furnished  to 
such  ferryboats  (barges,  dredges,  canal  boats,  vessels  working  on 
wrecks)  and  steam  vessels,  which  rules  shall  be  kept  posted  up  in 
conspicuous  places  in  such  vessels  (barges,  dredges,  and  boats). 

Lights  for  small  vessels. 

ART.  6.  Whenever,  as  in  the  case  of  vessels  of  less  than  ten  gross 
tons  under  way  during  bad  weather,  the  green  and  red  side  lights 
can  not  be  fixed,  these  lights  shall  be  kept  at  hand,  lighted  and  ready 
for  use;  and  shall,  on  the  approach  of  or  to  other  vessels,  be  exhibited 


194  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 

respective  sides  in  sufficient  time  to  prevent  collision,  in  such  manner 
as  to  make  them  most  visible,  and  so  that  the  green  light  shall  not 
be  seen  on  the  port  side  nor  the  red  light  on  the  starboard  side,  nor, 
if  practicable,  more  than  two  points  abaft  the  beam  on  their  respective 
sides.  To  make  the  use  of  these  portable  lights  more  certain  and  easy 
the  lanterns  containing  them  shall  each  be  painted  outside  with  the 
color  of  the  light  they  respectively  contain,  and  shall  be  provided  with 
proper  screens. 

Lights  for  small  steam  and  sail  vessels  and  open  boats. 

ART.  7.  Steam  vessels  of  less  than  forty,  and  vessels  under 
oars  or  sails  of  less  than  twenty  tons  gross  tonnage,  respectively, 
and  rowing  boats,  when  under  way,  shall  not  be  required  to  carry 
the  lights  mentioned  in  article  two  (a),  (&),  and  (c),  but  if  they  do 
not  carry  them  they  shall  be  provided  with  the  following  lights: 

First.  Steam  vessels  of  less  than  forty  tons  shall  carry — 

(a)  In  the  fore  part  of  the  vessel,  or  on  or  in  front  of  the  funnel, 
where  it  can  best  be  seen,  and  at  a  height  above  the  gunwale  of  not  less 
than  nine  feet,  a  bright  white  light  constructed  and  fixed  as  pre- 
scribed in  article  two  (a),  and  of  such  a  character  as  to  be  visible  at 
a  distance  of  at  least  two  miles. 

(b)  Green  and  red  side  lights  constructed  and  fixed  as  prescribed 
in  article  two  (b)  and  (c),  and  of  such  a  character  as  to  be  visible  at 
a  distance  of  at  least  one  mile,  or  a  combined  lantern  showing  a  green 
light  and  a  red  light  from  right  ahead  to  two  points  abaft  the  beam 
on  their  respective  sides.     Such  lanterns  shall  be  carried  not  less 
than  three  feet  below  the  white  light. 

Second.  Small  steamboats,  such  as  are  carried  by  seagoing  vessels, 
may  carry  the  white  light  at  a  less  height  than  nine  feet  above  the 
gunwale,  but  it  shall  be  carried  above  the  combined  lantern  men- 
tioned in  subdivision  one  (b). 

Third.  Vessels  under  oars  or  sails  of  less  than  twenty  tons  shall 
have  ready  at  hand  a  lantern  with  a  green  glass  on  one  side  and  a  red 
glass  on  the  other,  which,  on  the  approach  of  or  to  other  vessels, 
shall  be  exhibited  in  sufficient  time  to  prevent  collision,  so  that  the 
green  light  shall  not  be  seen  on  the  port  side  nor  the  red  light  on  the 
starboard  side. 

Fourth.  Rowing  boats,  whether  under  oars  or  sail,  shall  have 


THE  RULES  OF  THE  ROAD          195 

INLAND  RULES 

on  their  respective  sides  in  sufficient  time  to  prevent  collision,  in 
such  manner  as  to  make  them  most  visible,  and  so  that  the  green 
light  shall  not  be  seen  on  the  port  side  nor  the  red  light  on  the  star- 
board side,  nor,  if  practicable,  more  than  two  points  abaft  the  beam 
on  their  respective  sides.  To  make  the  use  of  these  portable  lights 
more  certain  and  easy  the  lanterns  containing  them  shall  each  be 
painted  outside  with  the  color  of  the  light  they  respectively  contain, 
and  shall  be  provided  with  proper  screens. 


ART.  7.  Rowing  boats,  whether  under  oars  or  sail,  shall  have 
ready  at  hand  a  lantern  showing  a  white  light  which  shall  be  tem- 
porarily exhibited  in  sufficient  time  to  prevent  collision. 


196  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 

ready  at  hand  a  lantern  showing  a  white  light  which  shall  be  tem- 
porarily exhibited  in  sufficient  time  to  prevent  collision. 

The  vessels  referred  to  in  this  article  shall  not  be  obliged  to  carry 
the  lights  prescribed  by  article  four  (a)  and  article  eleven,  last  para- 
graph. 

Lights  for  pilot  vessels. 

ART.  8.  Pilot  vessels  when  engaged  on  their  station  on  pilotage 
duty  shall  not  show  the  lights  required  for  other  vessels,  but  shall 
carry  a  white  light  at  the  masthead,  visible  all  around  the  horizon, 
and  shall  also  exhibit  a  flare-up  light  or  flare-up  lights  at  short 
intervals,  which  shall  never  exceed  fifteen  minutes. 

On  the  near  approach  of  or  to  other  vessels  they  shall  have  their 
side  lights  lighted,  ready  for  use,  and  shall  flash  or  show  them  at 
short  intervals,  to  indicate  the  direction  in  which  they  are  heading, 
but  the  green  light  shall  not  be  shown  on  the  port  side,  nor  the  red 
light  on  the  starboard  side. 

A  pilot  vessel  of  such  a  class  as  to  be  obliged  to  go  alongside 
of  a  vessel  to  put  a  pilot  on  board  may  show  the  white  light  instead 
of  carrying  it  at  the  masthead,  and  may,  instead  of  the  colored  lights 
above  mentioned,  have  at  hand,  ready  for  use,  a  lantern  with  green 
glass  on  the  one  side  and  red  glass  on  the  other,  to  be  used  as  pre- 
scribed above. 

Pilot  vessels  when  not  engaged  on  their  station  on  pilotage  duty 
shall  carry  lights  similar  to  those  of  other  vessels  of  their  tonnage. 

A  steam  pilot  vessel,  when  engaged  on  her  station  on  pilotage 
duty  and  in  the  waters  of  the  United  States,  and  not  at  anchor, 
shall,  in  addition  to  the  lights  required  for  all  pilot  boats,  carry  at 
a  distance  of  eight  feet  below  her  white  masthead  light  a  red  light, 
visible  all  around  the  horizon  and  of  such  a  character  as  to  be  visible 
on  a  dark  night  with  a  clear  atmosphere  at  a  distance  of  at  least 
two  miles,  and  also  the  colored  side  lights  required  to  be  carried  by 
vessels  when  under  way. 

When  engaged  on  her  station  on  pilotage  duty  and  in  waters  of 
the  United  States,  and  at  anchor,  she  shall  carry  in  addition  to  the 
lights  required  for  all  pilot  boats  the  red  light  above  mentioned,  but 
not  the  colored  side  lights.  When  not  engaged  on  her  station  on 
pilotage  duty,  she  shall  carry  the  same  lights  as  other  steam  vessels. 


THE  RULES  OF  THE  ROAD  197 

INLAND  RULES 


Lights  for  pilot  vessels. 

ART.  8.  Pilot  vessels  when  engaged  on  their  stations  on  pilotage 
duty  shall  not  show  the  lights  required  for  other  vessels,  but  shall 
carry  a  white  light  at  the  masthead,  visible  all  around  the  horizon, 
and  shall  also  exhibit  a  flare-up  light  or  flare-up  lights  at  short  inter- 
vals, which  shall  never  exceed  fifteen  minutes. 

On  the  near  approach  of  or  to  other  vessels  they  shall  have  their 
side  lights  lighted,  ready  for  use,  and  shall  flash  or  show  them  at 
short  intervals,  to  indicate  the  direction  in  which  they  are  heading, 
but  the  green  light  shall  not  be  shown  on  the  port  side  nor  the  red 
light  on  the  starboard  side. 

A  pilot  vessel  of  such  a  class  as  to  be  obliged  to  go  alongside  of  a 
vessel  to  put  a  pilot  on  board  may  show  the  white  light  instead  of 
carrying  it  at  the  masthead,  and  may,  instead  of  the  colored  lights 
above  mentioned,  have  at  hand,  ready  for  use,  a  lantern  with  a  green 
glass  on  the  one  side  and  a  red  glass  on  the  other,  to  be  used  as  pre- 
scribed above. 

Pilot  vessels,  when  not  engaged  on  their  station  on  pilotage  duty, 
shall  carry  lights  similar  to  those  of  other  vessels  of  their  tonnage. 

A  steam  pilot  vessel,  when  engaged  on  her  station  on  pilotage 
duty  and  in  waters  of  the  United  States,  and  not  at  anchor,  shall,  in 
addition  to  the  lights  required  for  all  pilot  boats,  carry  at  a  distance 
of  eight  feet  below  her  white  masthead  light  a  red  light,  visible  all 
around  the  horizon  and  of  such  a  character  as  to  be  visible  on  a  dark 
night  with  a  clear  atmosphere  at  a  distance  of  at  least  two  miles, 
and  also  the  colored  side  lights  required  to  be  carried  by  vessels  when 
under  way. 

When  engaged  on  her  station  on  pilotage  duty  and  in  waters  of 
the  United  States,  and  at  anchor,  she  shall  carry  in  addition  to  the 
lights  required  for  all  pilot  boats  the  red  light  above  mentioned, 
but  not  the  colored  side  lights.  When  not  engaged  on  her  station 
on  pilotage  duty,  she  shall  carry  the  same  lights  as  other  steam  vessels. 


198  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 
Lights,  etc.,  of  fishing  vessels. 

ART.  9.  Fishing  vessels  and  fishing  boats,  when  under  way  and 
when  not  required  by  this  article  to  carry  or  show  the  lights  hereinafter 
specified,  shall  carry  or  show  the  lights  prescribed  for  vessels  of  their 
tonnage  under  way. 

(a)  Open  boats,  by  which  it  is  to  be  understood  boats  not  protected 
from  the  entry  of  sea  water  by  means  of  a  continuous  deck,  when 
engaged  in  any  fishing  at  night,  with  outlying  tackle  extending  not 
more  than  one  hundred  and  fifty  feet  horizontally  from  the  boat 
into  the  seaway,  shall  carry  one  all-round  white  light. 

Open  boats,  when  fishing  at  night,  with  outlying  tackle  extending 
more  than  one  hundred  and  fifty  feet  horizontally  from  the  boat 
into  the  seaway,  shall  carry  one  all-round  white  light,  and  in  addition, 
on  approaching  or  being  approached  by  other  vessels,  shall  show  a 
second  white  light  at  least  three  feet  below  the  first  light  and  at  a 
horizontal  distance  of  at  least  five  feet  away  from  it  in  the 
direction  in  which  the  outlying  tackle  is  attached. 

(b)  Vessels  and  boats,   except  open  boats  as  defined  in  sub- 
division (a),  when  fishing  with  drift  nets,  shall,  so  long  as  the  nets 
are  wholly  or  partly  in  the  water,  carry  two  white  lights  where  they 
can  best  be  seen.    Such  lights  shall  be  placed  so  that  the  vertical 
distance  between  them  shall  be  not  less  than  six  feet  and  not  more 
than  fifteen  feet,  and  so  that  the  horizontal  distance  between  them, 
measured  in  a  line  with  the  keel,  shall  be  not  less  than  five  feet  and 
not  more  than  ten  feet.    The  lower  of  these  two  lights  shall  be  in  the 
direction  of  the  nets,  and  both  of  them  shall  be  of  such  a  character 
as  to  show  all  around  the  horizon,  and  to  be  visible  at  a  distance  of 
not  less  than  three  miles. 

Within  the  Mediterranean  Sea  and  in  the  seas  bordering  the 
coasts  of  Japan  and  Korea  sailing  fishing  vessels  of  less  than  twenty 
tons  gross  tonnage  shall  not  be  obliged  to  carry  the  lower  of  these 
two  lights.  Should  they,  however,  not  carry  it,  they  shall  show 
in  the  same  position  (in  the  direction  of  the  net  or  gear)  a  white 
light,  visible  at  a  distance  of  not  less  than  one  sea  mile,  on  the  approach 
of  or  to  other  vessels. 

(c)  Vessels  and  boats,  except  open  boats  as  defined  in  subdivision 
(a),  when  line  fishing  with  their  lines  out  and  attached  to  or  hauling 
their  lines,  and  when  not  at  anchor  or  stationary  within  the  mean- 


THE  RULES  OF  THE  ROAD          199 

INLAND  RULES 
Lights,  etc.,  of  fishing  vessels. 

ART.  9.  (a)  Fishing  vessels  of  less  than  ten  gross  tons,  when 
under  way  and  when  not  having  their  nets,  trawls,  dredges,  or  lines 
in  the  water,  shall  not  be  obliged  to  carry  the  colored  side  lights; 
but  every  such  vessel  shall,  in  lieu  thereof,  have  ready  at  hand  a 
lantern  with  a  green  glass  on  one  side  and  a  red  glass  on  the  other  side, 
and  on  approaching  to  or  being  approached  by  another  vessel  such 
lantern  shall  be  exhibited  in  sufficient  time  to  prevent  collision,  so 
that  the  green  light  shall  not  be  seen  on  the  port  side  nor  the  red  light 
on  the  starboard  side. 

(b)  All  fishing  vessels  and  fishing  boats  of  ten  gross  tons  or  up- 
ward, when  under  way  and  when  not  having  their  nets,  trawls, 
dredges,  or  lines  in  the  water,  shall  carry  and  show  the  same  lights 
as  other  vessels  under  way. 

(c)  All  vessels,  when  trawling,  dredging,  or  fishing  with  any  kind 
of  drag  nets  or  lines,  shall  exhibit,  from  some  part  of  the  vessel  where 
they  can  be  best  seen,  two  lights.     One  of  these  lights  shall  be  red 
and  the  other  shall  be  white.     The  red  light  shall  be  above  the  white 
light,  and  shall  be  at  a  vertical  distance  from  it  of  not  less  than  six 
feet  and  not  more  than  twelve  feet;   and  the  horizontal  distance  be- 
tween them,  if  any,  shall  not  be  more  than  ten  feet.    These  two 
lights  shall  be  of  such  a  character  and  contained  in  lanterns  of  such 
construction  as  to  be  visible  all  round  the  horizon,  the  white  light  a 
distance  of  not  less  than  three  miles  and  the  red  light  of  not  less  than 
two  miles. 

Lights  for  rafts  or  other  craft  not  provided  for. 

(d)  Rafts,  or  other  water  craft  not  herein  provided  for,  navigating 
by  hand  power,  horse  power,  or  by  the  current  of  the  river,  shall 
carry  one  or  more  good  white  lights,  which  shall  be  placed  in  such 
manner  as  shall  be  prescribed  by  the  Board  of  Supervising  Inspectors 
of  Steam  Vessels. 


200  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 

ing  of  subdivision  (h),  shall  carry  the  same  lights  as  vessels  fishing 
with  drift  nets.  When  shooting  lines,  or  fishing  with  towing  lines, 
they  shall  carry  the  lights  prescribed  for  a  steam  or  sailing  vessel 
under  way,  respectively. 

Within  the  Mediterranean  Sea  and  in  the  seas  bordering  the  coast 
of  Japan  and  Korea  sailing  fishing  vessels  of  less  than  twenty  tons 
gross  tonnage  shall  not  be  obliged  to  carry  the  lower  of  these  two 
lights.  Should  they,  however,  not  carry  it,  they  shall  show  in  the 
same  position  (in  the  direction  of  the  lines)  a  white  light,  visible 
at  a  distance  of  not  less  than  one  sea  mile  on  the  approach  of  or  to 
other  vessels. 

(d)  Vessels  when  engaged  in  trawling,  by  which  is  meant  the 
dragging  of  an  apparatus  along  the  bottom  of  the  sea — 

First.  If  steam  vessels,  shall  carry  in  the  same  position  as  the 
white  light  mentioned  in  article  two  (a)  a  tri-colored  lantern  so  con- 
structed and  fixed  as  to  show  a  white  light  from  right  ahead  to  two 
points  on  each  bow,  and  a  green  light  and  a  red  light  over  an  arc 
of  the  horizon  from  two  points  on  each  bow  to  two  points  abaft 
the  beam  on  the  starboard  and  port  sides,  respectively;  and  not  less 
than  six  nor  more  than  twelve  feet  below  the  tri-colored  lantern 
a  white  light  in  a  lantern,  so  constructed  as  to  show  a  clear,  uniform, 
and  unbroken  light  all  around  the  horizon. 

Second.  If  sailing  vessels,  shall  carry  a  white  light  in  a  lantern, 
so  constructed  as  to  show  a  clear,  uniform,  and  unbroken  light  all 
around  the  horizon,  and  shall  also,  on  the  approach  of  or  to  other 
vessels,  show  where  it  can  best  be  seen  a  white  flare-up  light  or 
torch  in  sufficient  time  to  prevent  collision. 

All  lights  mentioned  in  subdivision  (d)  first  and  second  shall  be 
visible  at  a  distance  of  at  least  two  miles. 

(e)  Oyster  dredgers  and  other  vessels  fishing  with  dredge  nets 
shall  carry  and  show  the  same  lights  as  trawlers. 

(/)  Fishing  vessels  and  fishing  boats  may  at  any  time  use  a 
flare-up  light  in  addition  to  the  lights  which  they  are  by  this  article 
required  to  carry  and  show,  and  they  may  also  use  working  lights. 

(g)  Every  fishing  vessel  and  every  fishing  boat  under  one  hundred 
and  fifty  feet  in  length,  when  at  anchor,  shall  exhibit  a  white  light 
visible  all  around  the  horizon  at  a  distance  of  at  least  one  mile. 

Every  fishing  vessel  of  one  hundred  and  fifty  feet  in  length  or 


THE  RULES  OF  THE  ROAD 
INLAND  RULES 


201 


202  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 

upward,  when  at  anchor,  shall  exhibit  a  white  light  visible  all  around 
the  horizon  at  a  distance  of  at  least  one  mile,  and  shall  exhibit  a 
second  light  as  provided  for  vessels  of  such  length  by  article 
eleven. 

Should  any  such  vessel,  whether  under  one  hundred  and  fifty 
feet  in  length  or  of  one  hundred  and  fifty  feet  in  length  or  upward, 
be  attached  to  a  net  or  other  fishing  gear,  she  shall  on  the  approach 
of  other  vessels  show  an  additional  white  light  at  least  three  feet 
below  the  anchor  light,  and  at  a  horizontal  distance  of  at  least  five 
feet  away  from  it  in  the  direction  of  the  net  or  gear. 

(h)  If  a  vessel  or  boat  when  fishing  becomes  stationary  in  con- 
sequence of  her  gear  getting  fast  to  a  rock  or  other  obstruction,  she 
shall  in  daytime  haul  down  the  day  signal  required  by  subdivision  (k) ; 
at  night  show  the  light. or  lights  prescribed  for  a  vessel  at  anchor; 
and  during  fog,  mist,  falling  snow,  or  heavy  rain  storms  make  the 
signal  prescribed  for  a  vessel  at  anchor.  (See  subdivision  (d)  and 
the  last  paragraph  of  article  fifteen.) 

(i)  In  fog,  mist,  falling  snow,  or  heavy  rain  storms  drift-net 
vessels  attached  to  their  nets,  and  vessels  when  trawling,  dredging, 
or  fishing  with  any  kind  of  drag  net,  and  vessels  line  fishing  with  their 
lines  out,  shall,  if  of  twenty  tons  gross  tonnage  or  upward,  respec- 
tively, at  intervals  of  not  more  than  one  minute  make  a  blast;  if 
steam  vessels,  with  the  whistle  or  siren,  and  if  sailing  vessels,  with 
the  fog-horn,  each  blast  to  be  followed  by  ringing  the  bell.  Fishing 
vessels  and  boats  of  less  than  twenty  tons  gross  tonnage  shall  not 
be  obliged  to  give  the  above-mentioned  signals;  but  if  they  do  not, 
they  shall  make  some  other  efficient  sound  signal  at  intervals  of 
not  more  than  one  minute. 

(k)  All  vessels  or  boats  fishing  with  nets  or  lines  or  trawls,  when 
under  way,  shall  in  daytime  indicate  their  occupation  to  an  approach- 
ing vessel  by  displaying  a  basket  or  other  efficient  signal  where  it 
can  best  be  seen.  If  vessels  or  boats  at  anchor  have  their  gear  out, 
they  shall,  on  the  approach  of  other  vessels,  show  the  same  signal 
on  the  side  on  which  those  vessels  can  pass. 

The  vessels  required  by  this  article  to  carry  or  show  the  lights 
hereinbefore  specified  shall  not  be  obliged  to  carry  the  lights  pre- 
scribed by  article  four  (a)  and  the  last  paragraph  of  article 
eleven. 


THE  RULES  OF  THE  ROAD 
INLAND  RULES 


203 


204  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 
Lights  for  an  overtaken  vessel. 

ART.  10.  A  vessel  which  is  being  overtaken  by  another  shall  show 
from  her  stern  to  such  last-mentioned  vessel  a  white  light  or  a  flare-up 
light. 

The  white  light  required  to  be  shown  by  this  article  may  be  fixed 
and  carried  in  a  lantern,  but  in  such  case  the  lantern  shall  be  so 
constructed,  fitted,  and  screened  that  it  shall  throw  an  unbroken  light 
over  an  arc  of  the  horizon  of  twelve  points  of  the  compass,  namely, 
for  six  points  from  right  aft  on  each  side  of  the  vessel,  so  as  to  be 
visible  at  a  distance  of  at  least  one  mile.  Such  light  shall  be  carried 
as  nearly  as  practicable  on  the  same  level  as  the  side  lights. 

Anchor  lights. 

ART.  ii.  A  vessel  under  one  hundred  and  fifty  feet  in  length 
when  at  anchor  shall  carry  forward,  where  it  can  best  be  seen,  but 
at  a  height  not  exceeding  twenty  feet  above  the  hull,  a  white  light, 
in  a  lantern  so  constructed  as  to  show  a  clear,  uniform,  and  unbroken 
light  visible  all  around  the  horizon  at  a  distance  of  at  least  one  mile. 

A  vessel  of  one  hundred  and  fifty  feet  or  upwards  in  leagth  when 
at  anchor  shall  carry  in  the  forward  part  of  the  vessel,  at  a  height  of 
not  less  than  twenty  and  not  exceeding  forty  feet  above  the  hull, 
one  such  light,  and  at  or  near  the  stern  of  the  vessel,  and  at  such  a 
height  that  it  shall  be  not  less  than  fifteen  feet  lower  than  the  forward 
light,  another  such  light. 

The  length  of  a  vessel  shall  be  deemed  to  be  the  length  appearing 
in  her  certificate  of  registry. 

A  vessel  aground  in  or  near  a  fairway  shall  carry  the  above  light 
or  lights  and  the  two  red  lights  prescribed  by  article  four  (a). 

Special  signals. 

ART.  12.  Every  vessel  may,  if  necessary  in  order  to  attract 
attention,  in  addition  to  the  lights  which  she  is  by  these  rules  required 
to  carry,  show  a  flare-up  light  or  use  any  detonating  signal  that  can 
not  be  mistaken  for  a  distress  signal. 

Naval  lights  and  recognition  signals. 

ART.  13.  Nothing  in  these  rules  shall  interfere  with  the  operation 
of  any  special  rules  made  by  the  Government  of  any  nation  with 


THE  RULES  OF  THE  ROAD          205 

INLAND  RULES 
Lights  for  an  overtaken  vessel. 

ART.  10.  A  vessel  which  is  being  overtaken  by  another,  except 
a  steam  vessel  with  an  after  range  light  showing  all  around  the  horizon, 
shall  show  from  her  stern  to  such  last-mentioned  vessel  a  white  light 
or  a  flare-up  light. 


Anchor  lights. 

ART.  ii.  A  vessel  under  one  hundred  and  fifty  feet  in  length 
when  at  anchor  shall  carry  forward,  where  it  can  best  be  seen,  but  at 
a  height  not  exceeding  twenty  feet  above  the  hull,  a  white  light,  in  a 
lantern  so  constructed  as  to  show  a  clear,  uniform,  and  unbroken  light 
visible  all  around  the  horizon  at  a  distance  of  at  least  one  mile. 

A  vessel  of  one  hundred  and  fifty  feet  or  upwards  in  length  when 
at  anchor  shall  carry  in  the  forward  part  of  the  vessel,  at  a  height  of 
not  less  than  twenty  and  not  exceeding  forty  feet  above  the  hull, 
one  such  light,  and  at  or  near  the  stern  of  the  vessel,  and  at  such  a 
height  that  it  shall  be  not  less  than  fifteen  feet  lower  than  the  forward 
light,  another  such  light. 

The  length  of  a  vessel  shall  be  deemed  to  be  the  length  appearing 
in  her  certificate  of  registry. 


Special  Signals. 

ART.  12.  Every  vessel  may,  if  necessary,  in  order  to  attract 
attention,  in  addition  to  the  lights  which  she  is  by  these  rules  required 
to  carry,  show  a  flare-up  light  or  use  any  detonating  signal  that  can 
not  be  mistaken  for  a  distress  signal. 

Naval  lights  and  recognition  signals. 

ART.  13.  Nothing  in  these  rules  shall  interfere  with  the  operation 
of  any  special  rules  made  by  the  Government  of  any  nation  with 


206  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 

respect  to  additional  station  and  signal  lights  for  two  or  more  ships 
of  war  or  for  vessels  sailing  under  convoy,  or  with  the  exhibition  of 
recognition  signals  adopted  by  shipowners,  which  have  been  author- 
ized by  their  respective  Governments  and  duly  registered  and  pub- 
lished. 

Steam  vessel  under  sail  by  day. 

ART.  14.  A  steam  vessel  proceeding  under  sail  only,  but  having 
her  funnel  up,  shall  carry  in  daytime,  forward,  where  it  can  best  be 
seen,  one  black  ball  or  shape  two  feet  in  diameter. 

HI.    SOUND  SIGNALS  FOR  FOG,  AND  SO  FORTH 

Preliminary. 

ART.  15.  All  signals  prescribed  by  this  article  for  vessels  under 
way  shall  be  given: 

First.  By  "  steam  vessels  "  on  the  whistle  or  siren. 

Second.  By  "  sailing  vessels  "  and  "  vessels  towed  "  on  the  fog 
horn. 

The  words  "  prolonged  blast  "  used  in  this  article  shall  mean  a 
blast  of  from  four  to  six  seconds  duration. 

A  steam  vessel  shall  be  provided  with  an  efficient  whistle  or  siren, 
sounded  by  steam  or  by  some  substitute  for  steam,  so  placed  that  the 
sound  may  not  be  intercepted  by  any  obstruction,  and  with  an 
efficient  fog  horn,  to  be  sounded  by  mechanical  means,  and  also  with 
an  efficient  bell.  In  all  cases  where  the  rules  require  a  bell  to  be 
used  a  drum  may  be  substituted  on  board  Turkish  vessels,  or  a  gong 
where  such  articles  are  used  on  board  small  seagoing  vessels.  A 
sailing  vessel  of  twenty  tons  gross  tonnage  or  upward  shall  be  pro- 
vided with  a  similar  fog  horn  and  bell. 

In  a  fog,  mist,  falling  snow,  or  heavy  rain  storms,  whether  by  day 
or  night,  the  signals  described  in  this  article  shall  be  used  as  follows, 
namely: 

Steam  vessel  under  way. 

(a)  A  steam  vessel  having  way  upon  her  shall  sound,  at  intervals 
of  not  more  than  two  minutes,  a  prolonged  blast. 

(b)  A  steam  vessel  under  way,  but  stopped,  and  having  no  way 


THE  RULES  OF  THE  ROAD  207 

INLAND  RULES 

respect  to  additional  station  and  signal  lights  for  two  or  more  ships 
of  war  or  for  vessels  sailing  under  convoy,  or  with  the  exhibition  of 
recognition  signals  adopted  by  shipowners,  which  have  been  author- 
ized by  their  respective  Governments,  and  duly  registered  and  pub- 
lished. 

Steam  vessel  under  sail  by  day. 

ART.  14.  A  steam  vessel  proceeding  under  sail  only,  but  having 
her  funnel  up,  may  carry  in  daytime,  forward,  where  it  can  best  be 
seen,  one  black  ball  or  shape  two  feet  in  diameter. 

III.  SOUND  SIGNALS  FOR  FOG,  AND  SO  FORTH 

Preliminary. 

ART.  15.  All  signals  prescribed  by  this  article  for  vessels  under 
way  shall  be  given: 

1.  By  "steam  vessels"  on  the  whistle  or  siren. 

2.  By  "sailing  vessels"  and  "vessels  towed"  on  the  fog  horn. 
The  words  "prolonged  blast"  used  in  this  article  shall  mean  a 

blast  of  from  four  to  six  seconds  duration. 

A  steam  vessel  shall  be  provided  with  an  efficient  whistle  or  siren, 
sounded  by  steam  or  by  some  substitute  for  steam,  so  placed  that  the 
sound  may  not  be  intercepted  by  any  obstruction,  and  with  an  effi- 
cient fog  horn;  also  with  an  efficient  bell.  A  sailing  vessel  of  twenty 
tons  gross  tonnage  or  upward  shall  be  provided  with  a  similar  fog 
horn  and  bell. 


In  log,  mist,  falling  snow,  or  heavy  rain  storms,  whether  by  day 
or  night,  the  signals  described  in  this  article  shall  be  used  as  follows, 
namely: 

Steam  vessel  under  way. 

(a)  A  steam  vessel  under  way  shall  sound,  at  intervals  of  not  more 
than  one  minute,  a  prolonged  blast. 


208  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 

upon  her,  shall  sound,  at  intervals  of  not  more  than  two  minutes, 
two  prolonged  blasts,  with  an  interval  of  about  one  second  between. 

Sail  vessel  under  way. 

(c)  A  sailing  vessel  under  way  shall  sound,  at  intervals  of  not 
more  than  one  minute,  when  on  the  starboard  tack,  one  blast;  when 
on  the  port  tack,  two  blasts  in  succession,  and  when  with  the  wind 
abaft  the  beam,  three  blasts  in  succession. 

Vessels  at  anchor  or  not  under  way. 

(d)  A  vessel  when  at  anchor  shall,  at  intervals  of  not  more  than 
one  minute,  ring  the  bell  rapidly  for  about  five  seconds. 

Vessels  towing  or  towed. 

(e)  A  vessel  when  towing,  a  vessel  employed  in  laying  or  in  pick- 
ing up  a  telegraph  cable,  and  a  vessel  under  way,  which  is  unable 
to  get  out  of  the  way  of  an  approaching  vessel  through  being  not 
under  command,  or  unable  to  maneuver  as  required  by  the  rules, 
shall,  instead  of  the  signals  prescribed  in  subdivisions  (a)  and  (c) 
of  this  article,  at  intervals  of  not  more  than  two  minutes,  sound  three 
blasts  in  succession,  namely:   One  prolonged  blast  followed  by  two 
short  blasts.    A  vessel  towed  may  give  this  signal  and  she  shall  not 
give  any  other. 

Small  sailing  vessels  and  boats. 

Sailing  vessels  and  boats  of  less  than  twenty  tons  gross  tonnage 
shall  not  be  obliged  to  give  the  above-mentioned  signals,  but,  if 
they  do  not,  they  shall  make  some  other  efficient  sound  signal  at 
intervals  of  not  more  than  one  minute. 

Speed  in  fog. 

ART.  1 6.  Every  vessel  shall,  in  a  fog,  mist,  falling  snow,  or  heavy 
rain  storms,  go  at  a  moderate  speed,  having  careful  regard  to  the  exist- 
ing circumstances  and  conditions. 

A  steam  vessel  hearing,  apparently  forward  of  her  beam,  the  fog 
signal  of  a  vessel  the  position  of  which  is  not  ascertained  shall,  so  far 
as  the  circumstances  of  the  case  admit,  stop  her  engines,  and  then 
navigate  with  caution  until  danger  of  collision  is  over. 


THE  RULES  OF  THE  ROAD  209 

INLAND  RULlfs 


Sail  vessel  under  way. 

(c)  A  sailing  vessel  under  way  shall  sound,  at  intervals  of  not  more 
than  one  minute,  when  on  the  starboard  tack,  one  blast;     when  on 
the  port  tack,  two  blasts  in  succession,  and  when  with  the  wind 
abaft  the  beam,  three  blasts  in  succession. 

Vessels  at  anchor  or  not  under  way. 

(d)  A  vessel  when  at  anchor  shall,  at  intervals  of  not  more  than 
one  minute,  ring  the  bell  rapidly  for  about  five  seconds. 

Vessels  towing  or  towed. 

(e)  A  steam  vessel  when  towing,  shall,  instead  of  the  signals  pre- 
scribed in  subdivision  (a)  of  this  article,  at  intervals  of  not  more 
than  one  minute,  sound  three  blasts  in  succession,  namely,  one  pro- 
longed blast  followed  by  two  short  blasts.    A  vessel  towed  may  give 
this  signal  and  she  shall  not  give  any  other. 


Rafts,  or  other  craft  not  provided  for. 

(/)  All  rafts  or  other  water  craft,  not  herein  provided  for,  navi- 
gating by  hand  power,  horse  power,  or  by  the  current  of  the  river, 
shall  sound  a  blast  of  the  fog  horn,  or  equivalent  signal,  at  intervals 
oi  not  more  than  one  minute. 

Speed  in  fog. 

ART.  1 6.  Every  vessel  shall,  in  a  fog,  mist,  falling  snow,  or  heavy 
rain  storms,  go  at  a  moderate  speed,  having  careful  regard  to  the 
existing  circumstances  and  conditions. 

A  steam  vessel  hearing,  apparently  forward  of  her  beam,  the  fog 
signal  of  a  vessel  the  position  of  which  is  not  ascertained  shall,  so  far 
as  the  circumstances  of  the  case  admit,  stop  her  engines,  and  then 
navigate  with  caution  until  danger  of  collision  is  over. 


210  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 
IV.    STEERING  AND  SAILING  RULES 

Preliminary. 

Risk  of  collision  can,  when  circumstances  permit,  be  ascertained 
by  carefully  watching  the  compass  bearing  of  an  approaching  vessel. 
If  the  bearing  does  not  appreciably  change,  such  risk  should  be  deemed 
to  exist. 

Sailing  vessels. 

ART.  17.  When  two  sailing  vessels  are  approaching  one  another, 
so  as  to  involve  risk  of  collision,  one  of  them  shall  keep  out  of  the  way 
of  the  other,  as  follows,  namely: 

(a)  A  vessel  which  is  running  free  shall  keep  out  of  the  way  of  a 
vessel  which  is  closehauled. 

(b)  A  vessel  which  is  closehauled  on  the  port  tack  shall  keep 
out  of  the  way  of  a  vessel  which  is  closehauled  on  the  starboard  tack. 

(c)  When  both  are  running  free,  with  the  wind  on  different  sides, 
the  vessel  which  has  the  wind  on  the  port  side  shall  keep  out  of  the 
way  of  the  other. 

(d)  When  both  are  running  free,  with  the  wind  on  the  same  side, 
the  vessel  which  is  to  the  windward  shall  keep  out  of  the  way  of  the 
vessel  which  is  to  the  leeward. 

(e)  A  vessel  which  has  the  wind  aft  shall  keep  out  of  the  way  of 
the  other  vessel. 

Steam  vessels. 

ART.  1 8.  When  two  steam  vessels  are  meeting  end  on,  or  nearly 
end  on,  so  as  to  involve  risk  of  collision,  each  shall  alter  her  course  to 
starboard,  so  that  each  may  pass  on  the  port  side  of  the  other. 


THE  RULES  OF  THE  ROAD  211 

INLAND  RULES 
IV.    STEERING  AND  SAILING  RULES 

Preliminary. 

Risk  of  collision  can,  when  circumstances  permit,  be  ascertained 
by  carefully  watching  the  compass  bearing  of  an  approaching  vessel. 
If  the  bearing  does  not  appreciably  change,  such  risk  should  be 
deemed  to  exist. 

Sailing  vessels. 

ART.  17.  When  two  sailing  vessels  are  approaching  one  another, 
so  as  to  involve  risk  of  collision,  one  of  them  shall  keep  out  of  the  way 
of  the  other  as  follows,  namely: 

(a)  A  vessel  which  is  running  free  shall  keep  out  of  the  way  of  a 
vessel  which  is  closehauled. 

(b)  A  vessel  which  is  closehauled  on  the  port  tack  shall  keep  out 
of  the  way  of  a  vessel  which  is  closehauled  on  the  starboard  tack. 

(c)  When  both  are  running  free,  with  the  wind  on  different  sides, 
the  vessel  which  has  the  wind  on  the  port  side  shall  keep  out  of  the 
way  of  the  other. 

(d)  When  both  are  running  free,  with  the  wind  on  the  same  side, 
the  vessel  which  is  to  the  windward  shall  keep  out  of  the  way  of  the 
vessel  which  is  to  the  leeward. 

(e)  A  vessel  which  has  the  wind  aft  shall  keep  out  of  the  way  of 
the  other  vessel. 

Steam  vessels. 

ART.  1 8.  RULE  I.  When  steam  vessels  are  approaching  each 
other  head  and  head,  that  is,  end  on,  or  nearly  so,  it  shall  be  the  duty 
of  each  to  pass  on  the  port  side  of  the  other;  and  either  vessel  shall 
give,  as  a  signal  of  her  intention,  one  short  and  distinct  blast  of  her 
whistle,  which  the  other  vessel  shall  answer  promptly  by  a  similar 
blast  of  her  whistle,  and  thereupon  such  vessels  shall  pass  on  the  port 
side  of  each  other.  But  if  the  courses  of  such  vessels  are  so  far  on  the 
starboard  of  each  other  as  not  to  be  considered  as  meeting  head  and 
head,  either  vessel  shall  immediately  give  two  short  and  distinct 
blasts  of  her  whistle,  which  the  other  vessel  shall  answer  promptly 
by  two  similar  blasts  of  her  whistle,  and  they  shall  pass  on  the  star- 
board side  of  each  other. 


212  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 

This  article  only  applies  to  cases  where  vessels  are  meeting  end 
on,  or  early  end  on,  in  such  a  manner  as  to  involve  risk  of  collision, 
and  does  not  apply  to  two  vessels  which  must,  if  both  keep  on  their 
respective  courses,  pass  clear  of  each  other. 

The  only  cases  to  which  it  does  apply  are  when  each  of  the  two 
vessels  is  end  on,  or  nearly  end  on  to  the  other;  in  other  words,  to 
cases  in  which,  by  day,  each  vessel  sees  the  masts  of  the  other  in  a 
line,  or  nearly  in  a  line,  with  her  own;  and  by  night,  to  cases  in  which 
each  vessel  is  in  such  a  position  as  to  see  both  the  side  lights  of  the 
other. 

It  does  not  apply  by  day  to  cases  in  which  a  vessel  sees  another 
ahead  crossing  her  own  course;  or  by  night,  to  cases  where  the  red 
light  of  one  vessel  is  opposed  to  the  red  light  of  the  other,  or  where 
the  green  light  of  one  vessel  is  opposed  to  the  green  light  of  the  other, 
or  where  a  red  light  without  a  green  light,  or  a  green  light  without  a 
red  light,  is  seen  ahead,  or  where  both  green  and  red  lights  are  seen 
anywhere  but  ahead. 


THE  RULES  OF  THE  ROAD  213 

IN-LAND  RULES 

The  foregoing  only  applies  to  cases  where  vessels  are  meeting 
end  on,  or  nearly  end  on,  in  such  a  manner  as  to  involve  risk  of  col- 
lision; in  other  words,  to  cases  in  which,  by  day,  each  vessel  sees  the 
masts  of  the  other  in  a  line,  or  nearly  in  a  line,  with  her  own,  and  by 
night  to  cases  in  which  each  vessel  is  in  such  a  position  as  to  see  both 
the  side  lights  of  the  other. 


It  does  not  apply  by  day  to  cases  in  which  a  vessel  sees  another 
ahead  crossing  her  own  course,  or  by  night  to  cases  where  the  red 
light  of  one  vessel  is  opposed  to  the  red  light  of  the  other,  or  where  the 
green  light  of  one  vessel  is  opposed  to  the  green  light  of  the  other, 
or  where  a  red  light  without  a  green  light  or  a  green  light  without  a 
red  light,  is  seen  ahead,  or  where  both  green  and  red  lights  are  seen 
anywhere  but  ahead. 

RULE  III.  If,  when  steam  vessels  are  approaching  each  other, 
either  vessel  fails  to  understand  the  course  or  intention  of  the  other, 
from  any  cause,  the  vessel  so  in  doubt  shall  immediately  signify  the 
same  by  giving  several  short  and  rapid  blasts,  not  less  than  four,  of 
the  steam  whistle. 

RULE  V.  Whenever  a  steam  vessel  is  nearing  a  short  bend  or 
curve  in  the  channel,  where,  from  the  height  of  the  banks  or  other 
cause,  a  steam  vessel  approaching  from  the  opposite  direction  can 
not  be  seen  for  a  distance  of  half  a  mile,  such  steam  vessel,  when  she 
shall  have  arrived  within  half  a  mile  of  such  curve  or  bend,  shall  give 
a  signal  by  one  long  blast  of  the  steam  whistle,  which  signal  shall  be 
answered  by  a  similar  blast  given  by  any  approaching  steam  vessel 
that  may  be  within  hearing.  Should  such  signal  be  so  answered  by  a 
steam  vessel  upon  the  farther  side  of  such  bend,  then  the  usual  sig- 
nals for  meeting  and  passing  shall  immediately  be  given  and  an- 
swered; but,  if  the  first  alarm  signal  of  such  vessel  be  not  answered, 
she  is  to  consider  the  channel  clear  and  govern  herself  accordingly. 

When  steam  vessels  are  moved  from  their  docks  or  berths,  and 
other  boats  are  liable  to  pass  from  any  direction  toward  them,  they 
shall  give  the  same  signal  as  in  the  case  of  vessels  meeting  at  a  bend, 
but  immediately  after  clearing  the  berths  so  as  to  be  fully  in  sight  they 
shall  be  governed  by  the  steering  and  sailing  rules. 


214  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 


THE  RULES  OF  THE  ROAD          215 

INLAND  RULES 

RULE  VIII.  When  steam  vessels  are  running  in  the  same  direc- 
tion, and  the  vessel  which  is  astern  shall  desire  to  pass  on  the  right 
or  starboard  hand  of  the  vessel  ahead,  she  shall  give  one  short  blast 
of  the  steam  whistle,  as  a  signal  of  such  desire,  and  if  the  vessel  ahead 
answers  with  one  blast,  she  shall  put  her  helm  to  port;  or  if  she  shall 
desire  to  pass  on  the  left  or  port  side  of  the  vessel  ahead,  she  shall  give 
two  short  blasts  of  the  steam  whistle  as  a  signal  of  such  desire,  and  if 
the  vessel  ahead  answers  with  two  blasts,  shall  put  her  helm  to  star- 
board; or  if  the  vessel  ahead  does  not  think  it  safe  for  the  vessel  astern 
to  attempt  to  pass  at  that  point,  she  shall  immediately  signify  the 
same  by  giving  several  short  and  rapid  blasts  of  the  steam  whistle, 
not  less  than  four,  and  under  no  circumstances  shall  the  vessel  astern 
attempt  to  pass  the  vessel  ahead  until  such  time  as  they  have  reached 
a  point  where  it  can  be  safely  done,  when  said  vessel  ahead  shall  sig- 
nify her  willingness  by  blowing  the  proper  signals.  The  vessel  ahead 
shall  in  no  case  attempt  to  cross  the  bow  or  crowd  upon  the  course  of 
the  passing  vessel. 

RULE  IX.  The  whistle  signals  provided  in  the  rules  under  this 
article,  for  steam  vessels  meeting,  passing,  or  overtaking,  are  never 
to  be  used  except  when  steamers  are  in  sight  of  each  other,  and  the 
course  and  position  of  each  can  be  determined  in  the  daytime  by  a 
sight  of  the  vessel  itself,  or  by  night  by  seeing  its  signal  lights.  In 
fog,  mist,  falling  snow  or  heavy  rain  storms,  when  vessels  can  not  see 
each  other,  fog  signals  only  must  be  given. 

Supplementary  regulations. 

SEC.  2.  That  the  supervising  inspectors  of  steam-vessels  and  the 
Supervising  Inspector-General  shall  establish  such  rules  to  be  ob- 
served by  steam  vessels  in  passing  each  other  and  as  to  the  lights  to 
be  carried  by  ferryboats  and  by  barges  and  canal  boats  when  in  tow 
of  steam  vessels,  not  inconsistent  with  the  provisions  of  this  act,  as 
they  from  time  to  tune  may  deem  necessary  for  safety,  which  rules 
when  approved  by  the  Secretary  of  Commerce  are  hereby  declared 
special  rules  duly  made  by  local  authority,  as  provided  for  hi  article 
thirty  of  chapter  eight  hundred  and  two  of  the  laws  of  eighteen 
hundred  and  ninety.  Two  printed  copies  of  such  rules  shall  be  fur- 
nished to  such  ferryboats  and  steam  vessels,  which  rules  shall  be  kept 
posted  up  in  conspicuous  places  in  such  vessels. 


216  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 
Two  steam  vessels  crossing. 

ART.  19.  When  two  steam  vessels  are  crossing,  so  as  to  involve 
risk  of  collision,  the  vessel  which  has  the  other  on  her  own  starboard 
side  shall  keep  out  of  the  way  of  the  other. 

Steam  vessel  shall  keep  out  of  the  way  of  sailing  vessel. 

ART.  20.  When  a  steam  vessel  and  a  sailing  vessel  are  proceeding 
in  such  directions  as  to  involve  risk  of  collision,  the  steam  vessel 
shall  keep  out  of  the  way  of  the  sailing  vessel. 

| 
Course  and  speed. 

ART.  21.  Where,  by  any  of  these  rules,  one  of  two  vessels  is  to 
keep  out  of  the  way  the  other  shall  keep  her  course  and  speed. 

NOTE. — When,  in  consequence  of  thick  weather  or  other  causes, 
such  vessel  finds  herself  so  close  that  collision  can  not  be  avoided  by 
the  action  of  the  giving-way  vessel  alone,  she  also  shall  take  such 
action  as  will  best  aid  to  avert  collision.  [See  articles  twenty- 
seven  and  twenty-nine.] 

Crossing  ahead. 

ART.  22.  Every  vessel  which  is  directed  by  these  rules  to  keep 
out  of  the  way  of  another  vessel  shall,  if  the  circumstances  of  the 
case  admit,  avoid  crossing  ahead  of  the  other. 

Steam  vessel  shall  slacken  speed  or  stop. 

ART.  23.  Every  steam  vessel  which  is  directed  by  these  rules  to 
keep  out  of  the  way  of  another  vessel  shall,  on  approaching  her,  if 
necessary,  slacken  her  speed  or  stop  or  reverse. 

Overtaking  vessels. 

ART.  24.  Notwithstanding  anything  contained  in  these  rules  every 
vessel,  overtaking  any  other,  shall  keep  out  of  the  way  of  the  over- 
taken vessel. 

Every  vessel  coming  up  with  another  vessel  from  any  direction 
more  than  two  points  abaft  her  beam,  that  is,  in  such  a  position, 
with  reference  to  the  vessel  which  she  is  overtaking  that  at  night 
she  would  be  unable  to  see  either  of  that  vessel's  side  lights,  shall 
be  deemed  to  be  an  overtaking  vessel;  and  no  subsequent  alteration 


THE  RULES  OF  THE  ROAD  217 

INLAND  RULES 
Two  steam  vessels  crossing. 

ART.  19.  When  two  steam  vessels  are  crossing,  so  as  to  involve 
risk  of  collision,  the  vessel  which  has  the  other  on  her  own  starboard 
side  shall  keep  out  of  the  way  of  the  other. 

Steam  vessel  shall  keep  out  of  the  way  of  sailing  vessel. 

ART.  20.  When  a  steam  vessel  and  a  sailing  vessel  are  proceeding 
in  such  directions  as  to  involve  risk  of  collision,  the  steam  vessel 
shall  keep  out  of  the  way  of  the  sailing  vessel. 

Course  and  speed. 

ART.  21.  Where,  by  any  of  these  rules,  one  of  the  two  vessels 
is  to  keep  out  of  the  way,  the  other  shall  keep  her  course  and  speed. 
[See  articles  twenty-seven  and  twenty-nine.] 


Crossing  ahead. 

ART.  22.  Every  vessel  which  is  directed  by  these  rules  to  keep 
out  of  the  way  of  another  vessel  shall,  if  the  circumstances  of  the  case 
admit,  avoid  crossing  ahead  of  the  other. 

Steam  vessel  shall  slacken  speed  or  stop. 

ART.  23.  Every  steam  vessel  which  is  directed  by  these  rules  to 
keep  out  of  the  way  of  another  vessel  shall,  on  approaching  her,  if 
necessary,  slacken  her  speed  or  stop  or  reverse. 

Overtaking  vessels. 

ART.  24.  Notwithstanding  anything  contained  in  these  rules 
every  vessel,  overtaking  any  other,  shall  keep  out  of  the  way  of  the 
overtaken  vessel. 

Every  vessel  coming  up  with  another  vessel  from  any  direction 
more  than  two  points  abaft  her  beam,  that  is,  in  such  a  position,  with 
reference  to  the"  vessel  which  she  is  overtaking  that  at  night  she 
would  be  unable  to  see  either  of  that  vessel's  side  lights,  shall  be 
deemed  to  be  an  overtaking  vessel;  and  no  subsequent  alteration  of 


218  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 

of  the  bearing  between  the  two  vessels  shall  make  the  overtaking 
vessel  a  crossing  vessel  within  the  meaning  of  these  rules,  or  relieve 
her  of  the  duty  of  keeping  clear  of  the  overtaken  vessel  until  she  is 
finally  past  and  clear. 

As  by  day  the  overtaking  vessel  can  not  always  know  with  cer- 
tainty whether  she  is  forward  of  or  abaft  this  direction  from  the 
other  vessel  she  should,  if  in  doubt,  assume  that  she  is  an  overtaking 
vessel  and  keep  out  of  the  way. 

Narrow  channels. 

ART.  25.  In  narrow  channels  every  steam  vessel  shall,  when  it  is 
safe  and  practicable,  keep  to  that  side  of  the  fairway  or  mid-channel 
which  lies  on  the  starboard  side  of  such  vessel. 

Right  of  way  of  fishing  vessels. 

ART.  26.  Sailing  vessels  under  way  shall  keep  out  of  the  way  of 
sailing  vessels  or  boats  fishing  with  nets,  or  lines,  or  trawls.  This 
rule  shall  not  give  to  any  vessel  or  boat  engaged  in  fishing  the  right 
of  obstructing  a  fairway  used  by  vessels  other  than  fishing  vessels 
or  boats. 

General  prudential  rule. 

ART.  27.  In  obeying  and  construing  these  rules  due  regard  shall 
be  had  to  all  dangers  of  navigation  and  collision,  and  to  any  special 
circumstances  which  may  render  a  departure  from  the  above  rules 
necessary  in  order  to  avoid  immediate  danger. 

Sound  signals  for  passing  steamers. 

ART.  28.  The  words    "  short  blast "   used  in  this  article  shall 

mean  a  blast  of  about  one  second's  duration. 

When  vessels  are  in  sight  of  one  another,  a  steam  vessel  under 

way,  in  taking  any  course  authorized  or  required  by  these  rules,  shall 

indicate  that  course  by  the  following  signals  on  her  whistle  or  siren, 

namely: 

One  short  blast  to  mean,  "  I  am  directing  my  course  to  starboard." 
Two  short  blasts  to  mean,  "  I  am  directing  my  course  to  port." 
Three  short  blasts  to  mean,  "  My  engines  are  going  at  full  speed 

astern." 


THE  RULES  OF  THE  ROAD          219 

INLAND  RULES 

the  bearing  between  the  two  vessels  shall  make  the  overtaking  vessel 
a  crossing  vessel  within  the  meaning  of  these  rules,  or  relieve  her  of 
the  duty  of  keeping  clear  of  the  overtaken  vessel  until  she  is  finally 
past  and  clear. 

As  by  day  the  overtaking  vessel  can  not  always  know  with  cer- 
tainty whether  she  is  forward  of  or  abaft  this  direction  from  the  other 
vessel  she  should,  if  in  doubt,  assume  that  she  is  an  overtaking  vessel 
and  keep  out  of  the  way. 

Narrow  channels. 

ART.  25.  In  narrow  channels  every  steam  vessel  shall,  when  it  is 
safe  and  practicable,  keep  to  that  side  of  the  fairway  or  mid-channel 
which  lies  on  the  starboard  side  of  such  vessel 

Right  of  way  of  fishing  vessels. 

ART.  26.  Sailing  vessels  under  way  shall  keep  out  of  the  way  of 
sailing  vessels  or  boats  fishing  with  nets,  or  lines,  or  trawls.  This 
rule  shall  not  give  to  any  vessel  or  boat  engaged  in  fishing  the  right 
of  obstructing  a  fairway  used  by  vessels  other  than  fishing  vessels  or 
boats. 

General  prudential  rule. 

ART.  27.  In  obeying  and  construing  these  rules  due  regard  shall 
be  had  to  all  dangers  of  navigation  and  collision,  and  to  any  special 
circumstances  which  may  render  a  departure  from  the  above  rules 
necessary  in  order  to  avoid  immediate  danger. 

Sound  signals  for  passing  steamers. 
[See  article  eighteen.] 


ART.  28.  When  vessels  are  in  sight  of  one  another  a  steam  vessel 
under  way  whose  engines  are  going  at  full  speed  astern  shall  indicate 
that  fact  by  three  short  blasts  on  the  whistle. 


220  THE  MEN  ON  DECK 

INTERNATIONAL  RULES 
Precaution. 

ART.  29.  Nothing  in  these  rules  shall  exonerate  any  vessel,  or  the 
owner  or  master  or  crew  thereof,  from  the  consequences  of  any 
neglect  to  carry  lights  or  signals,  or  of  any  neglect  to  keep  a  proper 
lookout,  or  of  the  neglect  of  any  precaution  which  may  be  required 
by  the  ordinary  practice  of  seamen,  or  by  the  special  circumstances 
of  the  case. 


ART.  30.  Nothing  in  these  rules  shall  interfere  with  the  operation 
of  a  special  rule,  duly  made  by  local  authority,  relative  to  the  navi- 
gation of  any  harbor,  river,  or  inland  waters. 


Distress  signals. 

ART.  31.  When  a  vessel  is  in  distress  and  requires  assistance  from 
other  vessels  or  from  the  shore  the  following  shall  be  the  signals  to 
be  used  or  displayed  by  her,  either  together  or  separately,  namely: 

In  the  daytime — 

First.  A  gun  or  other  explosive  signal  fired  at  intervals  of  about  a 
minute. 

Second.  The  international  code  signal  of  distress  indicated  by  N  C. 

Third.  The  distance  signal,  consisting  of  a  square  flag,  having 
either  above  or  below  it  a  ball  or  anything  resembling  a  ball. 

Fourth.  A  continuous  sounding  with  any  fog-signal  apparatus. 

At  night— 

First.  A  gun  or  other  explosive  signal  fired  at  intervals  of  about 
a  minute. 

Second.  Flames  on  the  vessel  (as  from  a  burning  tar  barrel,  oil 
barrel,  and  so  forth). 

Third.  Rockets  or  shells  throwing  stars  of  any  color  or  description, 
fired  one  at  a  time,  at  short  intervals. 

Fourth.  A  continuous  sounding  with  any  fog-signal  apparatus. 


THE  RULES  OF  THE  ROAD  221 

INLAND  RULES 

Precaution. 

ART.  29.  Nothing  in  these  rules  shall  exonerate  any  vessel,  or 
the  owner  or  master  or  crew  thereof,  from  the  consequences  of  any 
neglect  to  carry  lights  or  signals,  or  of  any  neglect  to  keep  a  proper 
lookout,  or  of  the  neglect  of  any  precaution  which  may  be  required 
by  the  ordinary  practice  of  seamen,  or  by  the  special  circumstances  of 
the  case. 

Lights  on  United  States  naval  vessels  and  revenue  cutters. 

ART.  30.  The  exhibition  of  any  light  on  board  of  a  vessel  of  war 
of  the  United  States  or  a  Coast  Guard  cutter  may  be  suspended 
whenever,  in  the  opinion  of  the  Secretary  of  the  Navy,  the  com- 
mander-in-chief  of  a  squadron,  or  the  commander  of  a  vessel  acting 
singly,  the  special  character  of  the  service  may  require  it. 

Distress  signals. 

ART.  31.  When  a  vessel  is  in  distress  and  requires  assistance 
from  other  vessels  or  from  the  shore  the  following  shall  be  the  signals 
to  be  used  or  displayed  by  her,  either  together  or  separately,  namely: 

In  the  daytime — 

A  continuous  sounding  with  any  fog-signal  apparatus,  or  firing  a 
gun. 


At  night- 


First.  Flames  on  the  vessel  as  from  a  burning  tar  barrel,  oil 
barrel,  and  so  forth. 


Second.  A  continuous  sounding  with  any  fog-signal  apparatus, 
or  firing  a  gun. 


CHAPTER  XIX 
LIMITS  OF  INLAND  WATERS  OF  THE  U.  S. 

Inland  waters  on  the  Atlantic,  Pacific,  and  Gulf  coasts  of  the 
United  States  where  the  Inland  Rules  of  the  Road  are  to  be  followed; 
and  inland  waters  of  the  United  States  bordering  on  the  Gulf  of 
Mexico  where  the  Inland  Rules  of  the  Road  or  Pilot  Rules  for  Wes- 
tern Rivers  are  to  be  followed. 

(All  bearings  are  in  degrees  true  and  points  magnetic;  distances 
in  nautical  miles,  and  are  given  approximately.) 

Cutler  (Little  River)  Harbor,  Me. 

A  line  drawn  from  Long  Point  226°  (SW.  by  W.  f  W.)  to  Little 
River  Head. 

Little  Machias  Bay,  Machias  Bay,  Englishman  Bay,  Chandler 
Bay,  Moosabec  Reach,  Pleasant  Bay,  Narraguagus  Bay, 
and  Pigeon  Hill  Bay,  Me. 

A  line  drawn  from  Little  River  Head  232°  (WSW.  f  W.)  to  the 
outer  side  of  Old  Man;  thence  234°  (WSW.  \  W.)  to  the  outer  side 
of  Double  Shot  Islands;  thence  244°  (W.  |  S.)  to  Libby  Islands 
Lighthouse;  thence  231^°  (WSW.  i  W.)  to  Moose  Peak  Lighthouse; 
thence  232^°  (WSW.  f  W.)  to  Little  Pond  Head;  from  Pond  Point, 
Great  Wass  Island,  239°  (W.  by  S.)  to  outer  side  of  Crumple  Island; 
thence  249°  (W.  J  S.)  to  Petit  Manan  Lighthouse. 

All  harbors  on  the  coast  of  Maine,  New  Hampshire,  and  Massa- 
chusetts between  Petit  Manan  Lighthouse,  Me.,  and 
Cape  Ann  Lighthouses,  Mass. 

A  line  drawn  from  Petit  Manan  Lighthouse  205!°  (SW.  J  S.), 
26J  miles,  to  Mount  Desert  Lighthouse;  thence  250^°  (W.  f  S.), 
about  33  miles,  to  Matinicus  Rock  Lighthouses;  thence  267^° 
(WNW.  f  W.),  20  miles,  to  Monhegan  Island  Lighthouse;  thence 

222 


LIMITS  OF  INLAND  WATERS  OF  THE  U.  S.          223 

260°  (W.  f  N.)  igj  miles,  to  Seguin  Lighthouse;  thence  233°  (WSW. 
t  W.),  i8j  miles,  to  Portland  Light  Vessel;  thence  214!°  (SW, 
|  W.),  29^  miles,  to  Boon  Island  Lighthouse;  thence  210°  (SW.), 
ii  miles,  to  Anderson  Ledge  Spindle,  off  Isles  of  Shoals  Lighthouse; 
thence  176!°  (S.  by  W.)  IQ|  miles,  to  Cape  Ann  Lighthouses,  Mass. 

Boston  Harbor. 

From  Eastern  Point  Lighthouse  215°  (SW.  f  W.)  isf  miles,  to 
The  Graves  Lighthouse;  thence  139!°  (SSE.  f  E.),  7f  miles,  to 
Minots  Ledge  Lighthouse. 

All  Harbors  in  Cape  Cod  Bay,  Mass. 

A  line  drawn  from  Plymouth  (Gurnet)  Lighthouses  77!°  (E.  J  S.), 
i6j  miles,  to  Race  Point  Lighthouse. 

Nantucket  Sound,  Vineyard  Sound,  Buzzards  Bay,  Narra- 
gansett  Bay,  Block  Island  Sound,  and  Easterly  entrance  to 
Long  Island  Sound. 

A  line  drawn  from  Chatham  Lighthouses,  Mass.,  146°  (S.  by  E. 
J  E.),  4!  miles,  to  PoUock  Rip  Slue  Light  Vessel;  thence  142°  (SSE. 
|  E.),  12!  miles,  to  Great  Round  Shoal  Entrance  Gas  and  Whistling 
Buoy  (PS);  thence  229°  (SW.  by  W.  f  W.),  14!  miles,  to  Sankaty 
Head  Lighthouse;  from  Smith  Point,  Nantucket  Island,  261°  (W. 
f  N.),  27  miles,  to  No  Mans  Land  Gas  and  Whistling  Buoy,  2;  thence 
359°  (N.  by  E.  J  E.),  8|  miles,  to  Gay  Head  Lighthouse;  thence  250° 
(W.  f  S.),  34!  miles,  to  Block  Island  Southeast  Lighthouse;  thence 
25°i°  (W.  f  S.),  14!  miles,  to  Montauk  Point  Lighthouse,  on  the 
easterly  end  of  Long  Island,  N.  Y. 

New  York  Harbor. 

A  line  drawn  from  Rockaway  Point  Coast  Guard  Station  1595° 
(S.  by  E.),  6|  miles,  to  Ambrose  Channel  Light  Vessel;  thence  238^° 
(WSW.  |  W.),  8|  miles,  to  Navesink  (southerly)  Lighthouse. 

Philadelphia  Harbor  and  Delaware  Bay. 

A  line  drawn  from  Cape  May  Lighthouse  200°  (SSW.  J  W.), 
8J  miles,  to  Overfalls  Light  Vessel;  thence  246!°  (WSW.  J  W.), 
3!  miles,  to  Cape  Henlopen  Lighthouse. 

Baltimore  Harbor  and  Chesapeake  Bay. 

A  line  drawn  from  Cape  Charles  Lighthouse  179!°  (S.  J  W.) 


224  THE  MEN  ON  DECK 

ioi  miles,  to  Cape  Henry  Gas  and  Whistling  Buoy,  2;  thence  257° 
(W.  |  S.),  5  miles,  to  Cape  Henry  Lighthouse. 

Charleston  Harbor. 

A  line  drawn  from  Ferris  Wheel,  on  Isle  of  Palms,  154°  (SSE.  J 
E.),  7  miles,  to  Charleston  Light  Vessel;  thence  259°  (W.  f  S.), 
through  Charleston  Whistling  Buoy,  6  C,  7!  miles,  until  Charleston 
Lighthouse  bears  350°  (N.  f  W.);  thence  270°  (W.),  z\  miles,  to  the 
beach  of  Folly  Island. 

Savannah  Harbor  and  Calibogue  Sound. 

A  line  drawn  from  Braddock  Point,  Hilton  Head  Island,  150^° 
(SSE.  f  E.),  9!  miles,  to  Tybee  Gas  and  Whistling  Buoy,  T  (PS); 
thence  270°  (W).,  to  the  beach  of  Tybee  Island. 

St.  Simon  Sound  (Brunswick  Harbor)  and  St.  Andrew  Sound. 

From  hotel  on  beach  of  St.  Simon  Island  H  mile  60°  (NE.  by  E.  J 
E.),  from  St.  Simon  Lighthouse,  130°  (SE  \  E.),  6j  miles,  to  St. 
Simon  Gas  and  Whistling  Buoy  (PS);  thence  194°  (S.  by  W.  \  W.), 
8J  miles,  to  St.  Andrew  Sound  Bar  Buoy  (PS);  thence  77°  (W.), 
4!  miles,  to  the  shore  of  Little  Cumberland  Island. 

St.  Johns  River,  Fla. 

A  straight  line  from  the  outer  end  of  the  northerly  jetty  to  the 
outer  end  of  the  southerly  jetty. 

Florida  Reefs  and  Keys. 

A  line  drawn  from  the  easterly  end  of  the  northerly  jetty,  at 
the  entrance  to  the  dredged  channel  \  mile  northerly  of  Norris  Cut, 
94°  (E.  |  S.),  if  miles,  to  Florida  Reefs  North  End  Whistling  Buoy, 
W  (HS);  thence  178°  (S.  \  E.),  8  miles,  to  Biscayne  Bay  Sea  Bell 
Buoy,  i;  thence  182°  (S.  \  W.),  2§  miles,  to  Fowey  Rocks  Light- 
house; thence  188°  (S.  f  W.),  6f  miles,  to  Triumph  Reef  Beacon,  O; 
thence  193°  (S.  by  W.),  45  miles,  to  Ajax  Reef  Beacon,  M;  thence 
194°  (S.  by  W.  \  W.),  2  miles,  to  Pacific  Reef  Beacon,  L;  thence 
196^°  (S.  by  W.  f  W.),  5  miles,  to  Turtle  Harbor  Sea  Buoy,  2;  thence 
210°  (SSW.  \  W.),  4l  miles,  to  Carysfort  Reef  Lighthouse;  thence 
209J°  (SSW.  \  W.),  sf  miles,  to  Elbow  Reef  Beacon,  J;  thence 
217!°  (SW.  1  S.),  9!  miles,  to  Molasses  Reef  Gas  Buoy,  2  M;  thence 
(S.W.  |  W.),  6  miles,  to  Conch  Reef  Beacon,  E;  thence  234^° 


LIMITS  OF  INLAND  WATERS  OF  THE  U.  S.         225 

(SW.  I  W.),  through  Crocker  Reef  Beacon,  D,  lof  miles,  to  Alligator 
Reef  Lighthouse;  thence  234°  (SW.  f  W.),  io|  miles,  to  Tennessee 
Reef  Buoy,  4;  thence  251°  (WSW.  f  W.),  10}  miles,  to  Coffins 
Patches  Beacon,  C;  thence  247°  (SW.  by  W.  J  W.),  8|  miles,  to  Som- 
brero Key  Lighthouse;  thence  253!°  (WSW.  f  W.),  i6f  miles,  to 
Looe  Key  Beacon,  6;  thence  257^°  (WSW.  f  W.),  6f  miles,  to  Amer- 
ican Shoal  Lighthouse;  thence  253!°  (WSW.  i  W.),  2f  miles,  to 
Maryland  Shoal  Beacon,  S;  thence  259°  (WSW.  |  W.),  5!  miles,  to 
Eastern  Sambo  Beacon,  A;  thence  253°  (WSW.  J  W.),  i\  miles,  to 
Western  Sambo  Beacon,  R;  thence  257°  (WSW.  f  W.),  through 
Western  Sambo  Buoy,  2,  5!  miles,  to  Key  West  Entrance  Gas  Buoy 
(PS);  thence  262°  (W.  |  S.),  4!  miles,  to  Sand  Key  Lighthouse; 
thence  261°  (W.  by  S.),  2f  miles,  to  Western  Dry  Rocks  Beacon,  2; 
thence  268°  (W.  f  S.),  3!  miles,  through  Satan  Shoal  Buoy  (HS) 
to  Vestal  Shoal  Buoy,  i;  thence  274^°  (W.  \  N.),  5}  miles,  to  Coal 
Bin  Rock  Buoy,  CB  (HS);  thence  324^°  (NW.  f  N.),  7!  miles,  to 
Marquesas  Keys  left  tangent;  from  northwesterly  point  Marquesas 
Keys  59°  (NE.  by  E.),  4!  miles,  to  Bar  Buoy,  i,  Boca  Grande 
Channel;  thence  83°  (E.  f  N.),  9!  miles,  to  Northwest  Channel 
Entrance  Bell  Buoy,  i,  Northwest  Channel  into  Key  West;  thence 
68°  (NE.  by  E.  f  E.),  23!  miles,  to  northerly  side  of  Content  Keys; 
thence  49°  (NE.  \  E.),  29  miles,  to  East  Cape,  Cape  Sable. 

Charlotte  Harbor  and  Punta  Gorda,  Fla. 

Eastward  of  Charlotte  Harbor  Entrance  Gas  and  Bell  Buoy 
(PS),  off  Boca  Grande,  and  in  Charlotte  Harbor,  in  Pine  Island  Sound 
and  Matlacha  Pass.  Pilot  Rules  for  Western  Rivers  apply  in  Peace 
and  Miakka  Rivers  north  of  a  250°  and  70°  (WSW.  and  ENE.)  line 
through  Mangrove  Point  Light;  and  in  Caloosahatcbee  River 
northward  of  the  steamboat  wharf  at  Punta  Rasa. 

Tampa  Bay  and  Tributaries,  Fla. 

From  the  southerly  end  of  Long  Key  245°  (SW.  by  W.  f  W.),  9 
miles,  to  Tampa  Bay  Gas  and  Whistling  Buoy  (PS);  thence  129° 
(SE.  f  E.),  6|  miles,  to  Bar  Bell  Buoy  (PS),  at  the  entrance  to  South- 
west Channel;  thence  103°  (E.  by  S.),  2}  miles,  to  the  house  on  the 
north  end  of  Anna  Maria  Key.  Pilot  Rules  for  Western  Rivers 
apply  in  Manatee  River  inside  Manatee  River  Entrance  Buoy,  2; 
in  Hillsboro  Bay  and  River  inside  Hillsboro  Bay  Light,  2. 


226  THE  MEN  ON  DECK 

St.  George  Sound,  Apalachicola  Bay,  Carrabelle  and  Apalachi- 

cola  Rivers,  and  St.  Vincent  Sound,  Fla. 
North  of  a  line  from  Lighthouse  Point  246°  (SW.  by  W.  f  W.) 
13  J  miles,  to  southeasterly  side  of  Dog  Island;  to  northward  of  East 
Pass  Bell  Buoy,  i,  at  the  entrance  to  East  Pass,  and  inside  West 
Pass  Bell  Buoy  (PS)  at  the  seaward  entrance  to  West  Pass.  Pilot 
Rules  for  Western  Rivers  apply  in  Carrabelle  River  inside  the  en- 
trance to  the  dredged  channel;  in  Apalachicola  River  northward  of 
Apalachicola  Dredged  Channel  Entrance  Buoy,  2. 

Pensacola  Harbor. 

From  Caucus  Cut  Entrance  Gas  and  Whistling  Buoy,  lA,  3°  (N. 
|  W.),  tangent  to  easterly  side  of  Fort  Pickens,  to  the  shore  of  Santa 
Rosa  Island,  and  from  the  buoy  northward  in  the  buoyed  channel 
through  Caucus  Shoal. 

Mobile  Harbor  and  Bay. 

From  Mobile  Entrance  Gas  and  Whistling  Buoy  (PS)  40°  (NE. 
}  N.)  to  shore  of  Mobile  Point,  and  from  the  buoy  320°  (NW.)  to  the 
shore  of  Dauphin  Island.  Pilot  Rules  for  Western  Rivers  apply  in 
Mobile  River  above  Choctaw  Point. 

Sounds,  Lakes,  and  Harbors  on  the  Coasts  of  Alabama,  Mis- 
sissippi, and  Louisiana,  between  Mobile  Bay  entrance 
and  the  Delta  of  the  Mississippi  River. 

From  Sand  Island  Lighthouse  259°  (WSW.  f  W.),  43 \  miles,  to 
Chandeleur  Lighthouse;  westward  of  Chandeleur  and  Errol  Islands, 
and  west  of  a  line  drawn  from  the  southwesterly  point  of  Errol  Island 
182°  (S.  |  E.),  23  miles,  to  Pass  a  Loutre  Lighthouse.  Pilot  Rules 
for  Western  Rivers  apply  in  Pascagoula  River,  and  in  the  dredged 
cut  at  the  entrance  to  the  river,  above  Pascagoula  River  Entrance 
Light,  A,  marking  the  entrance  to  the  dredged  cut. 

New  Orleans  Harbor  and  the  Delta  of  the  Mississippi  River. 

Inshore  of  a  line  drawn  from  the  outermost  mud  lump  showing 
above  low  water  at  the  entrance  to  Pass  a  Loutre  to  a  similar  lump  off 
the  entrance  to  Northeast  Pass;  thence  to  a  similar  lump  off  the 
entrance  to  Southeast  Pass;  thence  to  the  outermost  aid  to  naviga- 
tion off  the  entrance  to  South  Pass;  thence  to-  the  outermost  aid  to 


LIMITS  OF  INLAND  WATERS  THE  OF  U.  S.         227 

navigation  off  the  entrance  to  Southwest  Pass;    thence  northerly, 
about  19?  miles,  to  the  westerly  point  of  the  entrance  to  Bay  Jaque. 

Sabine  Pass,  Tex. 

Pilot  Rules  for  Western  Rivers  apply  to  Sabine  Pass  northward  of 
Sabine  Pass  Gas  and  Whistling  Buoy  (PS),  and  in  Sabine  Lake  and 
its  tributaries.  Outside  of  this  buoy  the  International  Rules  apply, 

Galveston  Harbor. 

A  line  drawn  from  Galveston  North  Jetty  Light  129°  (SE.  by 
E.  |  E.),  2  miles,  to  Galveston  Bar  Gas  and  Whistling  Buoy  (PS); 
thence  276°  (W.  |  S.),  2|  miles,  to  Galveston  (S.)  Jetty  Lighthouse. 

Brazos  River,  Tex. 

Pilot  Rules  for  Western  Rivers  apply  hi  the  entrance  and  river 
inside  of  Brazos  River  Entrance  Gas  and  Whistling  Buoy  (PS). 
International  Rules  apply  outside  the  buoy. 

San  Diego  Harbor. 

A  line  drawn  from  southerly  tower  of  Coronado  Hotel  208°  (S.  by 
W.),  5  miles,  to  Outside  Bar  Whistling  Buoy,  SD  (PS);  thence  345° 
(NNW.  f  W.),  3!  miles,  to  Point  Loma  Lighthouse. 

San  Francisco  Harbor. 

A  line  drawn  through  Mile  Rocks  Lighthouse  326°  (NW.  f  W.), 
to  Bonita  Point  Lighthouse. 

Columbia  River  entrance. 

A  line  drawn  from  knuckle  of  Columbia  River  south  jetty  351° 
(NNW.  f  W.)  to  Cape  Disappointment  Lighthouse. 

Juan  de  Fuca  Strait,  Washington  and  Puget  Sounds. 

A  line  drawn  from  New  Dungeness  Lighthouse  135°  (N.  by  W.), 
lof  miles,  to  Hein  Bank  Gas  and  Bell  Buoy  (HS);  thence  337!° 
(NW.  |  W.),  i  of  miles,  to  Lime  Kiln  Light,  on  west  side  of  San  Juan 
Island;  from  Bellevue  Point,  San  Juan  Island,  336!°  (NW.  i  W.) 
to  Kellett  Bluff,  Henry  Island;  thence  347°  (NW.  f  N.)  to  Turn 
Point  Light;  thence  71^°  (NE.  |  E.),  8|  miles,  to  westerly  point  of 
Skipjack  Island;  thence  38!°  (N.  by  E.  i  E.),  4!  miles,  to  Patos 


228  THE  MEN  ON  DECK 

Islands  Light;  thence  338°  (NW.  i  W.),  12  miles,  to  Point  Roberts 
Light. 

General  rule. 

At  all  buoyed  entrances  from  seaward  to  bays,  sounds,  rivers,  or 
other  estuaries  for  which  specific  lines  have  not  been  described, 
Inland  Rules  shall  apply  inshore  of  a  line  approximately  parallel 
with  the  general  trend  of  the  shore,  drawn  through  the  outermost 
buoy  or  other  aid  to  navigation  of  any  system  of  aids. 


CHAPTER  XX 
THE  QUARTERMASTERS 

For  many  years  the  quartermasters — situated  somewhere 
between  the  deck  hand  (A.B.)  and  the  licensed  officer — 
have  been  the  slim  loophole  through  which  a  few  American 
boys  have  slipped  into  the  merchant  service  of  their  country. 

The  duties  of  the  quartermasters  have  become  fairly 
standard,  and  besides  steering  in  two,  and  sometimes  four 
hour  shifts,  the  latter  a  practice  that  should  be  stopped  by ' 
law,  the  quartermasters  have  had  to  do  about  as  follows: 

Care  of  the  bridge. 

Care  of  all  signal  equipment — flags — rockets — lights — etc. 

Care  of  navigational  gear,  such  as  sounding  machines, 
log  lines  and  indicators;  leads,  etc. 

Heaving  the  lead  (blue  pigeon)  and  working  the  sounding 
machine  under  an  officer. 

In  port,  the  quartermasters  have  had  to  stand  gangway 
watches,  and  watches  in  the  holds  while  stowing  or  discharging 
cargo. 

Quartermasters  are  a  necessity — as  signalmen,  helmsmen, 
and  generally  useful  assistants  in  the  navigation  of  the  vessel. 
They  are  the  messengers  for  the  officer  of  the  watch,  read 
the  log  when  sights  are  taken,  or  course  is  changed,  and 
assist  generally. 

Steering,  however,  should  be  done  by  all  hands,  the 
quartermasters  being  relieved  for  at  least  half  of  their  watch 
by  one  of  the  seamen.  This  practice  would  result  in  a 

229 


230  THE  MEN  ON  DECK 

largely  increased  number  of  competent  helmsmen,  and  in  an 
increased  efficiency  all  round. 

Quartermasters  should  aim  to  become  officers,  and  should 
devote  as  much  of  their  time  as  possible  to  study,  in  which 
the  deck  officers  are  usually  ready  to  assist. 

All  quartermasters  should  be  certified  lifeboat  men, 
and  should  be  familiar  with  the  handling  of  ship's  boats. 
They  should  be  charged  with  the  overhauling  of  the  required 
lifeboat  equipment,  under  the  direction  of  one  of  the  officers. 


CHAPTER  XXI 
THE  CARPENTER 

The  carpenter  occupies  an  important  position  on  board 
ship.  He  is  one  of  the  "  idlers,"  works  all  day  and  turns  in 
at  night,  like  an  ordinary  human  being;  in  other  words,  he 
stands  no  watches. 

His  duties,  of  course,  are  defined  by. his  title,  but  on  a 
well-regulated  vessel,  the  Carpenter,  under  orders  from  the 
Chief  Mate,  to  whom  he  reports  in  person,  performs  certain 
standard  tasks. 

Sounding.  He  has  charge  of  the  sounding;  sounds  the 
bilges  and  tanks,  and  reports  their  condition  each  morning, 
or  when  specially  ordered. 

In  the  event  of  grounding,  or  collision,  one  of  the  first 
things  to  do  is  to  sound  bilges  and  wells  in  the  vicinity  of 
the  damage.  This  duty  always  falls  to  the  Carpenter. 

Tanks.  Any  work  done  to  the  tanks — not  directly  under 
the  Chief  Engineer — is  attended  to  by  the  Carpenter. 

Tools.  The  Carpenter  is  responsible  for  all  tools  used 
in  the  deck  department — outside  of  marline  spikes,  fid,  rig- 
ging screws,  etc.,  which  belong  to  the  Boatswain.  He  takes 
care  of  his  shop,  keeps  an  inventory  of  his  materials,  and 
turns  same  in  to  the  Chief  Mate  for  approval. 

Cargo  Ports.  The  Carpenter  should  overhaul  and  attend 
to  the  opening  and  closing  of  all  cargo  ports. 

Hatches.    Hatches  are  opened  and  covered  and  the  tar- 

231 


232  THE  MEN  ON  DECK 

paulins  battened  down  by  the  Carpenter;  he  keeps  an  extra 
supply  of  hatch  wedges  in  his  shop. 

Deadlights  and  Light  Ports.  The  Carpenter  is  charged 
with  the  good  order  and  care  of  all  deadlights  and  light 
ports.  He  should  examine  all  deadlights  in  'tweendeck, 
where  cargo  has  been  carried. 

Fresh  Water.  The  Carpenter  should  examine  all  fresh 
water  tanks  before  filling.  He  should  see  them  cement 
washed,  when  necessary,  and  should  be  in  attendance  when 
fresh  water  is  taken  on  board.  When  double-bottom  tanks 
are  being  filled,  he  should  see  that  vents  are  opened  for  the 
escape  of  air,  so  they  will  be  completely  filled. 

Decks.  The  Carpenter  is  specially  charged  with  the 
caulking  and  repair  of  wooden  decks.  He  should  keep  a 
supply  of  deck  plugs  handy.  Caulking  is  almost  a  lost  art 
today. 

Booms— Masts.  The  Carpenter  is  charged  with  the  up- 
keep of  booms  and  masts.  He  should  examine  the  masts 
at  the  partners,  whenever  the  vessel  is  unloaded.  Runs  of 
rust  should  be  noted  and  the  state  of  the  wedges  and  mast 
coats  reported  to  the  Chief  Mate,  if  necessary. 

Old  booms  should  be  examined  in  the  wake  of  bands, 
and  probed  for  dry  rot  at  the  heel.  Checks  and  dangerous 
cracks — probably  puttied  up — should  be  searched  for  and 
reported  to  the  Chief  Mate. 

Storm  Oil.  The  Carpenter  should  have  charge  of  the 
storm-oil  tank,  and  should  see  that  the  drip  cocks  and  pipes 
leading  to  the  hawse,  or  over  side,  are  kept  clear,  and  that 
the  supply  of  oil  required  by  the  U.  S.  Inspectors  is  on  hand: 

Vessels  of  over  200  and  not  over  1,000  gross  tons,  30 
gallons. 

Vessels  of  over  1,000  and  not  over  3,000  gross  tons,  40 
gallons. 


THE  CARPENTER  233 

Vessels  of  over  3,000  and  not  over  5,000  gross  tons,  50 
gallons. 

Vessels  of  over  5,000  gross  tons  shall  carry  at  least  100 
gallons. 

General.  The  modern  ship  carpenter  is  as  much  a  worker 
with  iron  and  steel  as  he  is  with  wood.  His  duty  requires 
that  he  be  familiar  with  machinery — and  his  special  charge 
is  the  braking  and  releasing  of  the  windlass,  under  the  direc- 
tion of  the  Chief  Mate. 

A  top-notch  carpenter  is  a  jewel,  he  is  a  scarce  article 
in  these  degenerate  days  of  high  wages  and  indifferent  per- 
formance. 

A  good  artisan  can  do  no  better  than  to  go  to  sea  as  a 
carpenter  in  a  well-found  modern  steamer;  the  pay  is  good 
he  will  have  comfortable  quarters,  and  good  food,  he  will 
also  save  money.  This  holds  true  of  most  billets  aboard  a 
merchant  vessel  today. 


CHAPTER  XXII 
THE  BOATSWAIN 

The  Boatswain,  for  a  long  time  was  not  in  favor  on 
American  vessels,  this  prejudice  being  a  survival  of  the  hard 
old  sailing-ship  days,  after  America  had  ceased  to  be  great 
with  her  white  wings. 

The  cheese-paring  policy  of  many  owners  denied  the 
common  sense  arrangement  of  having  a  Boatswain — a  lead- 
ing man  of  the  crew — to  do  the  actual  roustabout  with  the 
men  in  holds  and  on  deck.  The  Mates  were  supposed  to 
attend  to  such  matters,  and  while  they  juggled  hose,  and 
did  other  energetic,  but  senseless  duties,  other  matters  of 
far  greater  importance  went  undone. 

Owners  are  now  generally  alive  to  the  fact  that  a  Boat- 
swain makes  the  Chief  Mate  about  ten  times  as  useful  as 
an  officer.  He  can  plan  work,  attend  to  his  duties  and 
inspections,  while  such  matters  as  washing  decks,  mixing 
paints,  standing  over  gangs  of  chippers,  or  side  cleaners, 
goes  on  without  interruption  under  the  Boatswain. 

The  Duty  of  the  Boatswain  is  so  closely  associated  with 
the  duty  of  the  Chief  Mate,  that  it  is  more  or  less  a  matter 
of  repetition  to  enumerate  just  what  he  is  supposed  to  look 
after. 

Under  the  Chief  Mate,  the  Boatswain  works  the  men;  if 
in  a  large  vessel,  with  the  assistance  of  a  Boatswain's  Mate. 
At  sea,  the  watches  are  divided  between  the  Boatswain  and 
his  Mate. 

The  Boatswain  should  be  something  more  than  an  able 
seaman,  as  the  term  is  known  today.  Steamers  do  not  carry 
a  sailmaker,  and  the  Boatswain  should  be  able  to  sew  a 

234 


THE  BOATSWAIN  235 

seam,  sew  on  a  bolt  rope,  and  fit  and  cut  an  awning,  or 
a  staysail. 

He  should  understand  something  about  rigging — the 
splicing  of  wire  ropes — the  turning  in  of  thimbles — the 
making  and  rigging  of  life-boat  sails  (most  of  them  on 
merchant  vessels  are  an  abomination), 

Boatswain's  Orders.  A  small  book  of  Boatswains* 
Orders,  filled  out  by  the  Chief  Mate  helps  to  keep  things 
straight  and  the  work  on  deck  progressing.  This  is  specially 
necessary  where  the  Chief  Mate  stands  a  bridge  watch  and 
may  be  turned  in  for  a  part  of  the  day. 

Stands  By.  The  Boatswain  or  his  Mate,  whoever  is  on 
deck,  should  always  "  stand  by  "  for  an  emergency  call  from 
the  bridge,  to  attend  to  any  work  that  the  officer  of  the 
watch  may  wish  to  have  done. 


CHAPTER  XXIII 
ABLE  SEAMEN 

The  able  seaman  of  the  present  is  an  elusive  bird  who 
draws  twice  as  much  pay  as  the  Chief  Mate  of  a  three- 
skysail-yarder  earned  in  the  slack  days  of  the  past,  and  his 
knowledge  of  seamanship  is  in  the  ratio  of  nothing  to  every- 
thing. The  modern  A.B.  just  is;  he  arrives  at  the  office  of 
the  Shipping  Commissioner,  when  the  crew  sign  on,  and  he 
is  there  when  they  pay  off,  that  is,  if  he  has  not  become 
tired  of  travel,  while  on  the  voyage,  and  stopped  off  for  rest 
in  foreign  ports. 

However,  better  days  are  dawning  for  the  men  of  the 
sea;  official  recognition  of  the  seaman,  is  carrying  with  it 
certain  requirements  as  to  real  ability.  Higher  standards 
bring  with  them  increased  respect  and  less  friction  between 
officers  and  men.  No  mate,  worthy  of  the  name,  will  find 
fault  with  a  man  who  can  "  surge  "  a  ten-inch  manila  line 
when  springing  a  vessel  around  a  pier,  or  who  can  turn  a 
splice  into  a  wire  mooring  line — any  seaman  worthy  of  his 
pay  should  be  able  to  do  such  things  and  many  others — 
the  official  standards,  as  set  forth  in  a  Department  of  Com- 
merce circular  follow: 

ABLE  SEAMEN 

Department  of  Commerce  Circular  No.  264 

By  virtue  of  the  authority  conferred  by  section  13,  of  the  act 
approved  March  4,  1915,  which  provides  "That  upon  examination, 
under  rules  prescribed  by  the  Department  of  Commerce  as  to  eyesight, 
hearing,  physical  condition,  and  knowledge  of  the  duties  of  seaman- 

236 


ABLE  SEAMEN  237 

ship  a  person  found  competent  may  be  rated  as  able  seaman  after 
having  served  on  deck  twelve  months  at  sea,  or  on  the  Great  Lakes/' 
the  following  regulations  are  prescribed  for  determining  the  knowledge 
of  the  duties  of  seamanship  of  such  persons  who  make  application 
for  examination  for  a  certificate  of  service  as  able  seaman: 

1.  Any  person  who  has  had  twelve  months'  service  on  deck  at 
sea  or  on  the  Great  Lakes  on  any  vessel  of  100  tons  gross  and  upward 
(except  those  navigating  rivers  exclusively  and  the  smaller  inland 
lakes,  and  except  fishing  or  whaling  vessels  or  yachts),  including 
decked  fishing  vessels,  naval  vessels,  and  coast-guard  vessels,  may 
make  application  to  any  board  of  local  inspectors  for  a  certificate  of 
service  as  able  seaman,  and  upon  proof  being  made  to  said  board  by 
affidavit  as  to  service,  and  examination  as  to  physical  condition  and 
knowledge  of  the  duties  of  seamanship,  showing  the  nationality  and 
age  of  the  applicant  and  the  vessel  or  vessels  on  which  he  has  had 
service,  the  board  of  local  inspectors  shall  issue  to  said  applicant  a 
certificate  of  service  which  shall  be  retained  by  him  and  be  accepted 
as  prima  facie  evidence  of  his  rating  as  able  seaman. 

2.  No  person  shall  be  examined  who  does  not  produce  satisfactory 
affidavit  or  affidavits  that  he  has  served  at  sea  or  on  the  Great  Lakes 
as  prescribed  in  paragraph  i. 

3.  Each  applicant  shall  pass  the  prescribed  physical  examination 
before  a  medical  officer  of  the  Public  Health  Service  before  being 
permitted  to  take  the  examination  to  determine  his  knowledge  of 
the  duties  of  seamanship. 

4.  The  professional  examination  to  determine  the  applicant's 
knowledge  of  the  duties  of  seamanship  shall  be  oral,  and  shall  be 
conducted  in  the  form  of  questions  and  answers  and  by  practical 
tests.    The  applicant  shall  be  examined  in  each  of  the  prescribed 
subjects  and  given  a  mark  in  each  based  on  a  scale  of  100. 

5.  No  person  shall  be  recommended  for  or  shall  receive  the  cer- 
tificate of  service  as  able  seaman  who  fails  to  attain  a  general  average 
of  merit  of  70  per  cent. 

6.  The  professional  examination  may  be  conducted  by  an  officer 
of  the  United  States  Navy,  the  Coast  Guard,  Lighthouse  Service, 
Coast  and  Geodetic  Survey,  Navigation  Service,  or  any  other  marine 


238  THE  MEN  ON  DECK 

officer  designated  by  the  Secretary  of  Commerce.  When  any  such 
officer  conducts  the  examination  the  board  of  local  inspectors  shall 
issue  to  the  applicant  a  certificate  of  service  as  able  seaman  upon 
receiving  notice  in  writing  from  such  an  officer  that  the  applicant 
has  passed  the  prescribed  examination  as  to  the  knowledge  of  the 
duties  of  seamanship. 

7.  The  professional  examination  will  be  conducted  as  concisely 
as  possible,  with  the  view  of  determining  the  applicant's  qualifications, 
and  will  embrace  the  following  subjects: 

(a)  Boxing  the  compass. — The  applicant  will  be  required  to  box 
the  compass  by  points  or  degrees,  according  to  the  experience  he 
has  had  in  the  use  of  either  method. 

(b)  Lights  and  fog  signals. — A  knowledge  will  be  required  of  the 
running  and  anchor  lights  for  steam  and  sailing  vessels  on  the  sea, 
inland  waters,  or  Great  Lakes,  and  a  like  knowledge  of  fog  signals, 
according  to  the  waters  on  which  the  applicant  has  served. 

(c)  Signals  for  starting,  stopping,  slowing  down,  and  backing  the 
engines  of  steam  vessels. — This  examination  will  be  restricted  to  the 
signals  in  use  on  the  sea,  or  Great  Lakes,  according  to  the  waters  on 
which  the  applicant  has  served.    In  view  of  the  widespread  use  of 
engine  telegraphs,  knowledge  of  engine  bell  signals,  while  deemed 
advantageous,  will  not  be  required  if  in  other  respects  the  candidate 
qualified. 

(d)  Passing  signals  for  steam  vessels. — To  be  confined  to  vessels 
meeting  or  passing  under  ordinary  conditions. 

(e)  Knotting,  bending,  splicing,  and  hitching. — The  applicant  will 
be  required  to  make  a  few  of  the  principal  knots,  bends,  splices,  and 
hitches  in  common  use  by  sailormen. 

(f)  Ability  to  pull  an  oar. — The  applicant's  knowledge  of  pulling 
an  oar  will  be  determined  by  actual  trial  in  a  boat. 

(g)  Clearing  away,  lowering,  and  getting  away  from  the  ship. — The 
applicant's  ability  will  be  determined  by  actual  trial  aboard  ship. 

(h)  Handling  boats  at  sea. — This  examination  will  include  questions 
relative  to  the  proper  handling  of  a  boat  in  running  before  a  heavy 
sea;  in  pulling  into  a  sea;  the  trim  of  the  boat;  and  steering  with 
an  oar,  tiller,  or  yoke. 

(i)  Knowledge  of  nautical  terms. — The  applicant  will  be  required 
to  definitely  locate  different  parts  of  a  ship,  and  to  give  the  names 
of  the  different  masts,  sails,  rigging  davits, 


ABLE  SEAMEN  239 

(j)  Steering. — The  applicant  will  be  required  to  demonstrate  his 
knowledge  of  handling  the  wheel  of  a  steamer  by  obeying  orders 
passed  to  him  as  "  wheelman." 

WILLIAM  C.  REDFIELD, 
Secretary. 

The  able  seaman  should  also  know  the  following: 

Markings  and  use  of  the  hand  lead. 
Handling  of  a  boat  under  sail. 
Running  a  steam  winch. 
Slinging  a  scaffold  plank. 

Use  of  the  life  line  and  breeches  buoy — that  is  what  to  do  on  the 
ship  end  of  the  line. 
Use  of  rockets. 
Use  of  line-throwing  gun. 
Use  of  the  heaving  line. 
Slinging  a  cask. 
Sewing  canvas. 
International  Code  Flags. 
Hand  semaphore  signals. 

An  able  seaman  might  know  a  lot  more,  but  the  above 
coupled  with  the  things  mentioned  by  Mr.  Redfield,  should 
turn  him  out  as  a  competent  American  sailorman. 

The  following  common  sense  advice  taken  from  the 
pages  of  the  Coast  Seamen's  Journal,  on  "Teaching  Sea- 
manship/ is  given — it  clearly  sets  forth  the  things  a  modern 
merchant  sailorman  should  know. 

Were  we  asked  to  prescribe  a  course  of  instruction  in  seamanship 
for  beginners,  we  should  arrange  it  somewhat  as  follows: 

First — Teach  the  pupil  the  names,  locations  and  uses  of  the  dif- 
ferent parts  of  the  ship,  and  of  her  spars,  sails,  standing  and  running 
riggings;  together  with  the  meaning  of  such  terms  as  port,  star- 
board, lee,  weather,  astern,  ahead,  abaft,  aloft  and  alow. 

Second — Show  him  how  to  box  the  compass  and,  if  possible,  how 
to  steer.  Explain  to  him  the  meaning  of  the  commands,  "Hard  up" 
and  "Hard  down  the  helm,"  and  why  he  must  turn  the  wheel  to  port 
when  ordered  to  starboard  the  helm,  and  vice  versa.  Also  show  him 
the  marks  on  the  hand  leadline. 


240  THE  MEN  ON  DECK 

Third — Teach  him  how  to  whip  a  rope;  how  to  make  a  clinch; 
how  to  tie  a  reef  knot;  how  to  make  the  bends  and  hitches  com- 
monly used  on  a  ship,  such  as  a  bowline,  clove  hitch,  sheet  bend, 
anchor  bend,  rolling  hitch,  timber  hitch,  bow  line  on  a  bight,  cat's 
paw,  blackwall  hitch,  midshipman's  hitch,  single  carrick  bend,  sheep- 
shank, etc.  Also  how  to  put  on  a  strop  and  how  to  shorten  a  cargo 
sling. 

Fourth — Take  up  splicing  and  knotting — eye  splice,  short  splice, 
long  splice,  crown  and  wall  knot,  lanyard  knot  and  manrope  knot. 
Instruct  the  learner  how  to  worm,  parcel  and  serve  a  rope;  how  to 
put  on  a  seizing;  how  to  pass  the  head  earing  on  a  sail;  how  to  put 
on  a  ratline;  how  to  make  plain  sennit  and  paunch  mats,  and  explain 
their  uses. 

Fifth — Give  the  pupils  a  thorough  drilling  in  the  loosing,  setting, 
taking  in,  reefing  and  furling  of  the  sails;  in  bracing  the  yards;  in 
catting  and  fishing  the  anchors;  in  pulling  boats  and  handling  of 
oars;  in  sending  the  lighter  spars  down  on  deck  and  up  again,  and 
such  other  maneuvers  as  are  generally  recognized  as  necessary  to  the 
safe  navigation  of  ships.  In  fact,  these  drills  might,  with  great 
benefit  to  the  learners,  alternate  daily  with  the  instruction  in  the  other 
details  of  seamanship. 

A  willing,  healthy  young  fellow,  who  has  gone  through  a  course  of 
training  as  outlined  above,  will,  with  two  or  three  months  of  actual 
seafaring  behind  him,  be  well  worth  his  keep  and  wages  as  a  sailor. 
The  experience  he  will  then  be  daily  gaining  will  soon  fill  up  the  gaps 
in  his  nautical  education  necessarily  left  by  his  hurried  training  ship 
instruction,  till  in  another  year  or  two  he  will  have  developed  into  a 
fuM-fledged  able  seaman.  If  he  then  chooses  to  take  up  with  "fancy 
work" — and  they  usually  do — all  good  and  well.  But  safety  first. 
And  safety  for  a  man  before  the  mast  lies  in  knowing  how  to  perform 
in  a  ship-shape  manner  the  daily,  prosaic,  everyday  routine  duties  of 
an  able  seaman. 

The  laws  governing  the  American  Seaman,  in  which  are 
incorporated  the  laws  known  as  the  "  Seamen's  Act,"  follow. 
They  are  of  interest  to  every  one  who  is  governed  by  them. 
Laws  are  made  to  provide  for  the  proper  regulation  of 
our  affairs,  and  no  matter  how  wordy,  the  intent  is  to  uphold 
recognized  authority,  and  be  just  to  all — sea  lawyers  take 
notice. 


CHAPTER  XXIV 

U.  S.  NAVIGATION  LAWS  GOVERNING  MERCHANT 

SEAMEN 

Definitions. 

In  the  construction  of  this  Title  [R.  S.,  4501-4613],  every  person 
having  the  command  of  any  vessel  belonging  to  any  citizen  of  the 
United  States  shall  be  deemed  to  be  the  "  master  "  thereof;  and 
every  person  (apprentices  excepted)  who  shall  be  employed  or  en- 
gaged to  serve  in  any  capacity  on  board  the  same  shall  be  deemed  and 
taken  to  be  a  "  seaman;  "  and  the  term  "  vessel  "  shall  be  under- 
stood to  comprehend  every  description  of  vessel  navigating  on  any 
sea  or  channel,  lake  or  river,  to  which  the  provisions  of  this  Title 
may  be  applicable,  and  the  term  "  owner  "  shall  be  taken  and  under- 
stood to  comprehend  all  the  several  persons,  if  more  than  one,  to 
whom  the  vessel  shall  belong.  (R.  S.,  4612.) 

Exemption  for  militia  duty. 

Pilots,  mariners  actually  employed  in  the  sea  service  of  any  citizen 
or  merchant  within  the  United  States,  and  all  persons  who  are 
exempted  by  the  laws  of  the  respective  States  or  Territories  shall  be 
exempted  from  militia  duty,  without  regard  to  age.  (Jan.  26,  1903; 
sec.  2.) 

Form  of  articles  of  agreement. 

UNITED  STATES  OF  AMERICA. 

(Date  and  place  of  first  signature  of  agreement,  including  name  of 
shipping-office.) 

It  is  agreed  between  the  master  and  seamen  or  mariners  of  the 
,  of  which is  at  present  master,  or  who- 
ever shall  go  for  master,  now  bound  from  the  port  of , , 

to , ,  (here  the  voyage  is  to  be  described,  and  the  places 

named  at  which  the  vessel  is  to  touch,  or  if  that  cannot  be  done,  the 
general  nature  and  probable  length  of  the  voyage  is  to  be  stated.) 

241 


242 


THE  MEN  ON  DECK 


And  the  said  crew  agree  to  conduct  themselves  in  an  orderly, 
faithful,  honest,  and  sober  manner,  and  to  be  at  all  times  diligent 
in  their  respective  duties,  and  to  be  obedient  to  the  lawful  commands 
of  the  said  master,  or  of  any  person  who  shall  lawfully  succeed  him, 
and  of  their  superior  officers  in  everything  relating  to  the  vessel, 
and  the  stores  and  cargo  thereof,  whether  on  board,  in  boats,  or  on 
shore;  and  in  consideration  of  which  service,  to  be  duly  performed, 
the  said  master  hereby  agrees  to  pay  the  said  crew,  as  wages,  the  sums 
against  their  names  respectively  expressed,  and  to  supply  them  with 
provisions  according  to  the  annexed  scale.  And  it  is  hereby  agreed 
that  any  embezzlement,  or  willful  or  negligent  destruction  of  any 
part  of  the  vessel's  cargo  or  stores,  shall  be  made  good  to  the  owner 
out  of  the  wages  of  the  person  guilty  of  the  same;  and  if  any  person 
enters  himself  as  qualified  for  a  duty  which  he  proves  himself 
incompetent  to  perform,  his  wages  shall  be  reduced  in  proportion 
to  his  incompetency.  And  it  is  also  agreed  that  if  any  member  of 
the  crew  considers  himself  to  be  aggrieved  by  any  breach  of  the  agree- 
ment or  otherwise,  he  shall  represent  the  same  to  the  master  or 
officer  in  charge  of  the  vessel,  in  a  quiet  and  orderly  manner,  who  shall 
thereupon  take  such  steps  as  the  case  may  require.  And  it  is  also 
agreed  that  (here  any  other  stipulations  may  be  inserted  to  which  the 
parties  agree,  and  which  are  not  contrary  to  law). 

In  witness  whereof  the  said  parties  have  subscribed  their  names 
hereto,  on  the  days  against  their  respective  signatures  mentioned. 

Signed  by ,  master,  on  the day  of , 

eighteen  hundred  and . 


Signature  of  crew. 

Birthplace. 

1 

Height. 

Descrip- 
tion. 

Wages  per  month. 

Wages  per  run. 

Amount  of  allotment. 

Time  of 
service. 

Whole  wages. 

Wages  due. 

Place  and  time  of  entry. 

Time  at  which  he  is  to  be 
on  board. 

1 

ol 

CJ 

* 

a 

H-l 

Shipping  commissioner's 
signature  or  initials. 

Allotment  payable  to  — 

Conduct  qualifications. 

I 

Inches. 

Complexion. 

•a 

W 

Months. 

Q 

(June  26,  1884;  sec.  10;  Dec. 


21,  1898;  *ec.  24.) 


LAWS  RELATING  TO  MERCHANT  SEAMEN 


243 


NOTE. — In  the  place  for  signatures  and  descriptions  of  men  en- 
gaged after  the  first  departure  of  the  ship,  the  entries  are  to  be  made  as 
above,  except  that  the  signatures  of  the  consul  or  vice-consul,  officer 
of  customs,  or  witness  before  whom  the  man  is  engaged,  is  to  be  sub- 
stituted for  that  of  the  shipping-master. 

Scale  of  provisions  to  be  allowed  and  served  out  to  crew  during 
the  voyage. 


Sunday. 

Monday. 

Tuesday. 

5} 

1 
I 

Thursday. 

\ 

I 

^ 

i 

Water  quarts 

e 

e 

«r 

e 

Biscuit  pound 

J 

1 

* 

\ 

\ 

1 

} 

Beef,  salt  pounds 

Ti 

Ti 

ii 

Pork,  salt  pound 

I 

1 

I 

Flour  pound 

} 

i 

1 

Canned  meat  pound 

I 

I 

Fresh  bread                                 Dounds 

Fish  dry,  preserved,  or  fresh  .  .  .  pound 

I 

Potatoes  or  vams                         pound 

Canned  tomatoes  pound 

} 

1 

Peas  pint 

A 

\ 

Beans   .         pint 

1 

i 

Rice  *  pint 

} 

J 

Coffee  (green  berry)                      ounce 

1 

£ 

| 

i 

| 

1 

1 

Tea                       .           .           .  ounce 

£ 

4 

i 

i 

i 

i 

\ 

Sugar  ounces 

3 

2 

2 

5 

2 

2 

7 

Molasses  pint 

£ 

£ 

i 

Dried  fruit.                               .  ounces 

Pickles  pint 

i 

1 

J 

Vinegar  pint 

\ 

} 

Corn  meal  ounces 

4 

4 

Onions              .                           ounces 

4. 

4 

Lard  ounce 

I 

i 

I 

I 

i 

I 

i 

Butter  ounces 

2 

2 

2 

2 

2 

2 

2 

Mustard,  pepper,  and  salt  sufficient  for 
seasoning. 

244' 


THE  MEN  ON  DECK 


Substitutes. 

One  pound  of  flour  daily  may  be  substituted  for  the  daily  ration 
of  biscuit  or  fresh  bread;  two  ounces  of  desiccated  vegetables  for  one 
pound  of  potatoes  or  yams;  six  ounces  of  hominy,  oatmeal,  or  cracked 
wheat,  or  two  ounces  of  tapioca,  for  six  ounces  of  rice;  six  ounces  of 
canned  vegetables  for  one-half  pound  of  canned  tomatoes;  one- 
eighth  of  an  ounce  of  tea  for  three-fourths  of  an  ounce  of  coffee; 
three-fourths  of  an  ounce  of  coffee  for  one-eighth  of  an  ounce  of  tea; 
six  ounces  of  canned  fruit  for  three  ounces  of  dried  fruit;  one-half 
ounce  of  lime  juice  for  the  daily  ration  of  vinegar;  four  ounces  of 
oatmeal  or  cracked  wheat  for  one-half  pint  of  corn  meal;  two  ounces 
of  pickled  onions  for  four  ounces  of  fresh  onions. 

When  the  vessel  is  in  port  and  it  is  possible  to  obtain  the  same, 
one-and-one-half  pounds  of  fresh  meat  shall  be  substituted  for  the 
daily  rations  of  salt  and  canned  meat;  one-half  pound  of  green  cab- 
bage for  one  ration  of  canned  tomatoes;  one-half  pound  of  fresh 
fruit  for  one  ration  of  dried  fruit.  Fresh  fruit  and  vegetables  shall 
be  served  while  in  port  if  obtainable.  The  seamen  shall  have  the 
option  of  accepting  the  fare  the  master  may  provide,  but  the  right 
at  any  time  to  demand  the  foregoing  scale  of  provisions.  The  fore- 
going scale  of  provisions  shall  be  inserted  in  every  article  of  agreement, 
and  shall  not  be  reduced  by  any  contract,  except  as  above,  and  a 
copy  of  the  same  shall  be  posted  in  a  conspicuous  place  in  the  galley 
and  in  the  forecastle  of  each  vessel.  [Fishing  or  whaling  vessels  or 
yachts  exempt — Dec.  21,  1898,  sec.  26.]  (R.  S.,  4612;  Dec.  21, 
1898;  sec.  23;  Mar.  4,  1915;  sec.  10.) 

Account  of  apprentices  on  board. 


Christian  and 
surname  of  ap- 
prentice in  full. 

Date  of  regis- 
try of  inden- 
ture. 

Port  at  which 
indenture  was 
registered. 

Date  of  regis- 
ter of  assign- 
ment. 

Port  at  which 
assignment  was 
registered. 

(R.  S.,  4612.) 


LAWS  RELATING  TO  MERCHANT  SEAMEN 
Certificate  of  discharge. 


245 


1 

o 

a 
S 

s 

S 

4) 

a 

c3 

0) 

Name  and  official 
of  ship. 

'§ 
2 

*o 

s 

fi 

Tonnage. 

Description  of  voy 
employment. 

Name  of  seaman. 

Place  of  birth. 

Date  of  birth. 

Character. 

Declines  to  give  st 
of  character. 

Capacity. 

Date  of  entry. 

Date  of  discharge. 

Place  of  discharge. 

I  certify  that  the  above  particulars  are  correct,  and  that  the  above- 
named  seaman  was  discharged  accordingly. 

Dated day  of ,  eighteen  hundred  and . 

(Signed) ,  Master. 


(Countersigned) 


,  Seaman. 


Given  to  the  above-named  seaman  in  my  presence  this 
day  of ,  eighteen  hundred  and . 


(Signed) 


Shipping-Commissioner. 

(R.  S.,  4612.) 


Naturalization  and  citizenship  of  seamen. 

Every  seaman,  being  a  foreigner,  who  declares  his  intention  of 
becoming  a  citizen  of  the  United  States  in  any  competent  court,  and 
shall  have  served  three  years  on  board  of  a  merchant  vessel  of  the 
United  States  subsequent  to  the  date  of  such  declaration,  may,  on 
his  application  to  any  competent  court,  and  the  production  of  his 
certificate  of  discharge  and  good  conduct  during  that  time,  together 
with  the  certificate  of  his  declaration  of  intention  to  become  a  citizen, 
be  admitted  a  citizen  of  the  United  States;  and  every  seaman,  being 
a  foreigner,  shall,  after  his  declaration  of  intention  to  become  a  citizen 
of  the  United  States,  and  after  he  shall  have  served  such  three 
years,  be  deemed  a  citizen  of  the  United  States  for  the  purpose  of 
manning  and  serving  on  board  any  merchant-vessel  of  the  United 


246  THE  MEN  ON  DECK 

States,  anything  to  the  contrary  in  any  act  of  Congress  notwithstand- 
ing; but  such  seaman  shall,  for  all  purposes  of  protection  as  an 
American  citizen,  be  deemed  such,  after  the  filing  of  his  declaration 
of  intention  to  become  such  citizen.  (R.  S.,  2174.) 

The  collector  of  every  district  shall  keep  a  book  or  books,  in 
which,  at  the  request  of  any  seaman,  being  a  citizen  of  the  United 
States  of  America,  and  producing  proof  of  his  citizenship,  authenti- 
cated in  the  manner  hereinafter  directed,  he  shall  enter  the  name  of 
such  seaman,  and  shall  deliver  to  him  a  certificate,  in  the  following 
form,  that  is  to  say:  "  I,  A.  B.,  collector  of  the  district  of  D.,  do  hereby 
certify,  that  E.  F.,  an  American  seaman,  aged years,  or  there- 
abouts, of  the  height  of  feet  inches,  (describing  the 

said  seaman  as  particularly  as  may  be,)  has,  this  day,  produced  to 
me  proof  in  the  manner  directed  by  law;  and  I  do  hereby  certify 
that  the  said  E.  F.  is  a  citizen  of  the  United  States  of  America. 
In  witness  whereof,  I  have  hereunto  set  my  hand  and  seal  of  office, 

this day  of ."    It  shall  be  the  duty  of  the  collectors 

to  file  and  preserve  the  proofs  of  citizenship  so  produced."  (R.  S., 
4588;  June  19,  1886.) 

The  collector  of  every  port  of  entry  in  the  United  States  shall 
send  a  list  of  the  seaman  to  whom  certificates  of  citizenship  have  been 
granted,  once  every  three  months,  to  the  Secretary  of  State  [together 
with  an  account  of  such  impressments  or  detentions,  as  shall  appear, 
by  the  protests  of  the  masters,  to  have  taken  place.]  (R.  S.,  4591.) 

Shipping  officers. 

The  general  duties  of  a  shipping-commissioner  shall  be: 

First.  To  afford  facilities  for  engaging  seamen  by  keeping  a  regis- 
ter of  their  names  and  characters. 

Second.  To  superintend  their  engagement  and  discharge,  in 
manner  prescribed  by  law. 

Third.  To  provide  means  for  securing  the  presence  on  board  at 
the  proper  times  of  men  who  are  so  engaged. 

Fourth.  To  facilitate  the  making  of  apprenticeships  to  the  sea 
service. 

Fifth.  To  perform  such  other  duties  relating  to  merchant  seamen 
or  merchant  ships  as  are  now  or  may  hereafter  be  required  by  law. 

In  any  port  in  which  no  shipping-commissioner  shall  have  been 
appointed,  the  whole  or  any  part  of  the  business  of  a  shipping-corn- 


LAWS  RELATING  TO  MERCHANT  SEAMEN  247 

missioner  shall  be  conducted  by  the  collector  or  deputy  collector  of 
customs  of  such  port;  and  in  respect  of  such  business  such  custom- 
house shall  be  deemed  a  shipping-office,  and  the  collector  or  deputy 
collector  of  customs  to  whom  such  business  shall  be  committed, 
shall,  for  all  purposes,  be  deemed  a  shipping-commissioner  within 
the  meaning  of  this  Title  [R.  S.,  4501-4613].  (R.  S.,  4503.) 

Every  shipping-commissioner,  and  every  clerk  or  employe  in  any 
shipping-office,  who  demands  or  receives  any  remuneration  whatever, 
either  directly  or  indirectly,  for  hiring  or  supplying  any  seaman  for 
any  merchant-vessels,  excepting  the  lawful  fees  payable  under  this 
Title  [R.  S.,  4501-4613],  shall,  for  every  such  offense,  be  liable  to  a 
penalty  of  not  more  than  two  hundred  dollars.  [Fees  payable  by 
individuals  abolished  June  19,  1886.]  (R.  S.,  4595;  Mar.  4,  1911; 
June  19,  1886;  R.  S.,  4508.) 

Illegal  shipments. 

Whoever,  with  intent  that  any  person  shall  perform  service  or 
labor  of  any  kind  on  board  of  any  vessel  engaged  in  trade  and  com- 
merce among  the  several  States  or  with  foreign  nations,  or  on  board 
of  any  vessel  of  the  United  States  engaged  in  navigating  the  high 
seas  or  any  navigable  water  of  the  United  States,  shall  procure  or 
induce,  or  attempt  to  procure  or  induce,  another,  by  force  or  threats 
or  by  representations  which  he  knows  or  believes  to  be  untrue,  or 
while  the  person  so  procured  or  induced  is  intoxicated  or  under  the 
influence  of  any  drug,  to  go  on  board  of  any  such  vessel,  or  to  sign  or  in 
anywise  enter  into  any  agreement  to  go  on  board  of  any  such  vessel 
to  perform  service  or  labor  thereon;  or  whoever  shall  knowingly 
detain  on  board  of  any  such  vessel  any  person  so  procured  or  induced 
to  go  on  board  thereof,  or  to  enter  into  any  agreement  to  go  on  board 
thereof,  by  any  means  herein  defined;  or  whoever  shall  knowingly 
aid  or  abet  in  the  doing  of  any  of  the  things  herein  made  unlawful, 
shall  be  fined  not  more  than  one  thousand  dollars,  or  imprisoned  not 
more  than  one  year,  or  both.  (Mar.  4,  1909;  sec.  82;  Repeals  act 
of  Mar.  2,  1907.) 

All  shipments  of  seamen  made  contrary  to  the  provisions  of  any 
act  of  Congress  shall  be  void;  and  any  seaman  so  shipped  may  leave 
the  service  at  any  time,  and  shall  be  entitled  to  recover  the  highest 
rate  of  wages  of  the  port  from  which  the  seaman  was  shipped,  or  the 
sum  agreed  to  be  given  him  at  his  shipment.  (R.  S.,  4523.) 


248  THE  MEN  ON  DECK 

Owners  or  masters  may  ship  seamen  in  certain  cases. 

Any  person  other  than  a  commissioner  under  this  Title  [R.  S., 
4501-4613],  who  shall  perform  or  attempt  to  perform,  either  directly 
or  indirectly,  the  duties  which  are  by  this  Title  set  forth  as  pertain- 
ing to  a  shipping-commissioner,  shall  be  liable  to  a  penalty  of  not 
more  than  five  hundred  dollars. 

Nothing  in  this  Title  [R.  S.,  4501-4613],  however,  shall  prevent 
the  owner,  or  consignee,  or  master  of  any  vessel  except  vessels  bound 
from  a  port  in  the  United  States  to  any  foreign  port,  other  than  vessels 
engaged  in  trade  between  the  United  States  and  the  British  North 
American  possessions,  or  the  West  India  Islands,  or  the  republic  of 
Mexico,  and  vessels  of  the  burden  of  seventy-five  tons  or  upward 
bound  from  a  port  on  the  Atlantic  to  a  port  on  the  Pacific,  or  vice 
versa,  from  performing,  himself,  so  far  as  his  vessel  is  concerned,  the 
duties  of  shipping-commissioner  under  this  Title.  Whenever  the 
master  of  any  vessel  shall  engage  his  crew,  or  any  part  of  the  same,  in 
any  collection-district  where  no  shipping-commissioner  shall  have  been 
appointed,  he  may  perform  for  himself  the  duties  of  such  commissioner. 
(R.  S.,  4504.) 

Apprentices. 

Every  shipping-commissioner  appointed  under  this  Title  [R.  S., 
4501-4613]  shall,  if  applied  to  for  the  purpose  of  apprenticing  boys 
to  the  sea-service,  by  any  master  or  owner  of  a  vessel,  or  by  any 
person  legally  qualified,  give  such  assistance  as  is  in  his  power  for 
facilitating  the  making  of  such  apprenticeships;  but  the  shipping- 
commissioner  shall  ascertain  that  the  boy  has  voluntarily  consented 
to  be  bound,  and  that  the  parents  or  guardian  of  such  boy  have  con- 
sented to  such  apprenticeship,  and  that  he  has  attained  the  age  of 
twelve  years,  and  is  of  sufficient  health  and  strength,  and  that  the 
master  to  whom  such  boy  is  to  be  bound  is  a  proper  person  for  the 
purpose.  Such  apprenticeship  shall  terminate  when  the  apprentice 
becomes  eighteen  years  of  age.  The  shipping-commissioner  shall 
keep  a  register  of  all  indentures  of  apprenticeship  made  before  him. 
(R.  S,  4509.) 

The  master  of  every  foreign-going  vessel  shall,  before  carrying 
any  apprentice  to  sea  from  any  place  in  the  United  States,  cause  such 
apprentice  to  appear  before  the  shipping-commissioner  before  whom 
the  crew  is  engaged,  and  shall  produce  to  him  J:he  indenture  by  which 


LAWS  RELATING  TO  MERCHANT  SEAMEN  249 

such  apprentice  is  bound,  and  the  assignment  or  assignments  thereof, 
if  any;  and  the  name  of  the  apprentice,  with  the  date  of  the  indenture 
and  of  the  assignment  or  assignments  thereof,  if  any,  shall  be  entered 
on  the  agreement;  which  shall  be  in  the  form,  as  near  as  may  be, 
given  in  the  table  marked  "  A  "  in  the  schedule  annexed  to  this  Title 
[R.  S.,  4501-4613];  and  no  such  assignment  shall  be  made  with- 
out the  approval  of  a  commissioner,  of  the  apprentice,  and  of  his 
parents  or  his  guardian.  For  any  violation  of  this  section,  the  master 
shall  be  liable  to  a  penalty  of  not  more  than  one  hundred  dollars. 
(R.  S.,  4510.) 

Agreement  to  ship  in  foreign  trade. 

The  master  of  every  vessel  bound  from  a  port  in  the  United 
States  to  any  foreign  port  other  than  vessels  engaged  in  trade  between 
the  United  States  and  the  British  North  American  possessions,  or 
the  West  India  Islands,  or  the  republic  of  Mexico,  or  of  any  vessel 
of  the  burden  of  seventy-five  tons  or  upward,  bound  from  a  port  on 
the  Atlantic  to  a  port  on  the  Pacific,  or  vice  versa,  shall,  before  he 
proceeds  oh  such  voyage,  make  an  agreement,  in  writing  or  in  print, 
with  every  seaman  whom  he  carries  to  sea  as  one  of  the  crew,  in  the 
manner  hereinafter  mentioned;  and  every  such  agreement  shall  be, 
as  near  as  may  be,  in  the  form  given  in  the  table  Marked  A,  in  the 
schedule  annexed  to  this  Title  [R.  S.,  4501-4613],  and  shall  be  dated 
at  the  time  of  the  first  signature  thereof,  and  shall  be  signed  by  the 
master  before  any  seaman  signs  the  same,  and  shall  contain  the 
following  particulars: 

First.  The  nature  and,  as  far  as  practicable,  the  duration  of  the 
intended  voyage  or  engagement,  and  the  port  or  country  at  which 
the  voyage  is  to  terminate. 

Second.  The  number  and  description  of  the  crew,  specifying  their 
respective  employments. 

Third.  The  time  at  which  each  seaman  is  to  be  on  board,  to  begin 
work. 

Fourth.  The  capacity  in  which  each  seaman  is  to  serve. 

Fifth.  The  amount  of  wages  which  each  seaman  is  to  receive. 

Sixth.  A  scale  of  the  provisions  which  are  to  be  furnished  to  each 
seaman. 

Seventh.  Any  regulations  as  to  conduct  on  board  and  as  to  fines, 
short  allowances  of  provisions,  or  other  lawful  punishments  for  mis- 
conduct, which  may  be  sanctioned  by  Congress  or  authorized  by  the 


250  THE  MEN  ON  DECK 

Secretary  of  Commerce  and  Labor  not  contrary  to  or  not  otherwise 
provided  for  by  law,  which  the  parties  agree  to  adopt. 

Eighth.  Any  stipulations  in  reference  to  allotment  of  wages, 
or  other  matters  not  contrary  to  law.  [Repealed  so  far  as  relates 
to  allotments  in  trade  between  the  United  States,  Dominion  of 
Canada,  Newfoundland,  the  West  Indies  and  Mexico,  and  coasting 
trade  of  the  United  States,  except  between  Atlantic  and  Pacific  ports, 
by  sec.  25  of  Act  of  December  21,  1898.]  (R.  S.,  4511;  Mar.  3,  1897; 
sec.  19;  Feb.  14,  1903;  sec.  10;  June  26,  1884;  sec.  10;  Dec.  21, 
1898;  sec.  25.) 

The  following  rules  shall  be  observed  with  respect  to  agree- 
ments: 

First.  Every  agreement  except  such  as  are  otherwise  specially 
provided  for,  shall  be  signed  by  each  seaman  in  the  presence  of  a 
shipping-commissioner. 

Second.  When  the  crew  is  first  engaged  the  agreement  shall  be 
signed  in  duplicate,  and  one  part  shall  be  retained  by  the  shipping- 
commissioner,  and  the  other  part  shall  contain  a  special  place  or 
form  for  the  description  and  signatures  of  persons  engaged  subse- 
quently to  the  first  departure  of  the  ship,  and  shall  be  delivered  to 
the  master. 

Third.  Every  agreement  entered  into  before  a  shipping-commis- 
sioner shall  be  acknowledged  and  certified  under  the  hand  and 
official  seal  of  such  commissioner.  The  certificate  of  acknowledg- 
ment shall  be  indorsed  on  or  annexed  to  the  agreement;  and  shall 
be  in  the  following  form: 
"  State  of ,  County  of : 

"  On  this day  of  ,  personally  appeared  before  me, 

a  shipping-commissioner  in  and  for  the  said  county,  A.  B.,  C.  D., 
and  E.  F.,  severally  known  to  me  to  be  the  same  persons  who  ex- 
ecuted the  foregoing  instrument,  who  each  for  himself  acknowledged 
to  me  that  he  had  read  or  had  heard  read  the  same;  that  he  was 
by  me  made  acquainted  with  the  conditions  thereof,  and  understood 
the  same;  and  that,  while  sober  and  not  in  a  state  of  intoxication, 
he  signed  it  freely  and  voluntarily,  for  the  uses  and  purposes  therein 
mentioned."  (R.  S.,  4512.) 

Section  4511  shall  not  apply  to  masters  of  vessels  where  the  sea- 
men are  by  custom  or  agreement  entitled  to  participate  in  the  profits 


LAWS  RELATING  TO  MERCHANT  SEAMEN          251 

or  result  of  a  cruise  or  voyage,  nor  to  masters  of  coastwise  nor  to 
masters  of  lake-going  vessels  that  touch  at  foreign  ports;  but  seamen 
may,  by  agreement,  serve  on  board  such  vessels  a  definite  time,  or, 
on  the  return  of  any  vessel  to  a  port  in  the  United  States,  may  reship 
and  sail  in  the  same  vessel  on  another  voyage,  without  the  payment 
of  additional  fees  to  the  shipping-commissioner. 

[NOTE. — Sec.  4511,  however,  does  apply  in  part  to  masters  of 
coastwise  vessels  whose  crews  are  shipped  under  provisions  of  the 
act  of  Feb.  18,  1895.]  (R.  S.,  4513;  Feb.  18,  1895;  June  19,  1886.) 

The  master  shall,  at  the  commencement  of  every  voyage  or 
engagement,  cause  a  legible  copy  of  the  agreement,  omitting  signa- 
tures, to  be  placed  or  posted  up  in  such  part  of  the  vessel  as  to  be 
accessible  to  the  crew;  and  on  default  shall  be  liable  to  a  penalty 
of  not  more  than  one  hundred  dollars.  (R.  S.,  4519.) 

Period  of  engagement. 

A  master  of  a  vessel  in  the  foreign  trade  may  engage  a  seaman  at 
any  port  in  the  United  States,  in  the  manner  provided  by  law,  to 
serve  on  a  voyage  to  any  port,  or  for  the  round  trip  from  and  to  the 
port  of  departure,  or  for  a  definite  time,  whatever  the  destination. 
The  master  of  a  vessel  making  regular  and  stated  trips  between  the 
United  States  and  a  foreign  country  may  engage  a  seaman  for  one 
or  more  round  trips,  or  for  a  definite  time,  or  on  the  return  of  said 
vessel  to  the  United  States  may  reship  such  seamen  for  another 
voyage  in  the  same  vessel,  in  the  manner  provided  by  law,  without 
the  payment  of  additional  fees  to  any  officer  for  such  reshipment  or 
re-engagement.  (June  26,  1884;  sec.  19.) 

Penalty  for  shipment  without  agreement. 

If  any  person  shall  be  carried  to  sea,  as  one  of  the  crew  on  board 
of  any  vessel  making  a  voyage  as  hereinbefore  specified,  without 
entering  into  an  agreement  with  the  master  of  such  vessel,  in  the  form 
and  manner,  and  at  the  place  and  times  in  such  cases  required,  the 
vessel  shall  be  held  liable  for  each  such  offense  to  a  penalty  of  not 
more  than  two  hundred  dollars.  But  the  vessel  shall  not  be  held 
liable  for  any  person  carried  to  sea,  who  shall  have  secretly  stowed 
away  himself  without  the  knowledge  of  the  master,  mate,  or  of  any 
of  the  officers  of  the  vessel,  or  who  shall  have  falsely  personated  him- 


252  THE  MEN  ON  DECK 

self  to  the  master,  mate,  or  officers  of  the  vessel,  for  the  purpose  of 
being  carried  to  sea.    (R.  S.,  4514.) 

If  any  master,  mate,  or  other  officer  of  a  vessel  knowingly  re- 
ceives, or  accepts,  to  be  entered  on  board  of  any  merchant-vessel, 
any  seaman  who  has  been  engaged  or  supplied  contrary  to  the  pro- 
visions of  this  Title  [R.  S.,  4501-4613],  the  vessel  on  board  of  which 
such  seaman  shall  be  found  shall,  for  every  such  seaman,  be  liable  to 
a  penalty  of  not  more  than  two  hundred  dollars.  (R.  S.,  4515.) 

Shipment  in  foreign  ports  before  consuls. 

Every  master  of  a  merchant-vessel  who  engages  any  seaman  at 
a  place  out  of  the  United  States,  in  which  there  is  a  consular  officer 
or  commercial  agent,  shall,  before  carrying  such  seaman  to  sea, 
procure  the  sanction  of  such  officer,  and  shall  engage  seamen  in  his 
presence;  and  the  rules  governing  the  engagement  of  seamen  before 
a  shipping-commissioner  in  the  United  States,  shall  apply  to  such 
engagements  made  before  a  consular  officer  or  commercial  agent; 
and  upon  every  such  engagement  the  consular  officer  or  commercial 
agent  shall  indorse  upon  the  agreement  his  sanction  thereof,  and  an 
attestation  to  the  effect  that  the  same  has  been  signed  in  his  presence, 
and  otherwise  duly  made.  (R.  S.,  4517.) 

Every  master  who  engages  any  seaman  in  any  place  in  which 
there  is  a  consular  officer  or  commercial  agent,  otherwise  than  as 
required  by  the  preceding  section,  shall  incur  a  penalty  of  not  more 
than  one  hundred  dollars,  for  which  penalty  the  vessel  shall  be  held 
liable. 

Every  master  of  a  vessel  in  the  foreign  trade  may  engage  any 
seaman  at  any  port  out  of  the  United  States,  in  the  manner  pro- 
vided by  law,  to  serve  for  one  or  more  round  trips  from  and  to  the 
port  of  departure,  or  for  a  definite  time,  whatever  the  destination; 
and  the  master  of  a  vessel  clearing  from  a  port  of  the  United  States 
with  one  or  more  seamen  engaged  in  a  foreign  port  as  herein  provided 
shall  not  be  required  to  reship  in  a  port  of  the  United  States  the  sea- 
men so  engaged.  (R.  S.,  4518;  June  26,  1884;  sec.  20;  Mar.  3, 
1897;  sec.  3.) 

Crew  list. 

Before  a  clearance  is  granted  to  any  vessel  bound  on  a  foreign 


LAWS  RELATING  TO  MERCHANT  SEAMEN  253 

voyage  or  engaged  in  the  whale-fishery,  the  master  thereof  shall 
deliver  to  the  collector  of  the  customs  a  list  containing  the  names, 
places  of  birth  and  residence,  and  description  of  the  persons  who 
compose  his  ship's  company;  to  which  list  the  oath  of  the  captain 
shall  be  annexed,  that  the  list  contains  the  names  of  his  crew, 
together  with  the  places  of  their  birth  and  residence,  as  far  as  he  can 
ascertain  them;  and  the  collector  shall  deliver  him  a  certified  copy 
thereof.  (R.  S.,  4573;  June  19,  1886.) 

In  all  cases  of  private  vessels  of  the  United  States  sailing  from  a 
port  in  the  United  States  to  a  foreign  port,  the  list  of  the  crew  shall 
be  examined  by  the  collector  for  the  district  from  which  the  vessel 
shall  clear,  and  if  approved  of  by  him,  shall  be  certified  accordingly. 
No  person  shall  be  admitted  or  employed  on  board  of  any  such 
vessel  unless  his  name  shall  have  been  entered  in  the  list  of  the  crew, 
approved  and  certified  by  the  collector  for  the  district  from  which 
the  vessel  shall  clear.  The  collector,  before  he  delivers  the  list  of 
the  crew,  approved  and  certified,  to  the  master  or  proper  officer  of 
the  vessel  to  which  the  same  belongs,  shall  cause  the  same  to  be  re- 
corded in  a  book  by  him  for  that  purpose  to  be  provided,  and  the 
record  shall  be  open  for  the  inspection  of  all  persons,  and  a  certified 
copy  thereof  shall  be  admitted  in  evidence  in  any  court  in  which  any 
question  may  arise  under  any  of  the  provisions  of  this  Title  [R.  S., 
4501-4613.]  (R.  S.,  4574.) 

Failure  to  produce  crew. 

The  master  of  every  vessel  bound  on  a  foreign  voyage  or  engaged 
in  the  whale  fishery  shall  exhibit  the  certified  copy  of  the  list  of  the 
crew  to  the  first  boarding  officer  at  the  first  port  in  the  United  States 
at  which  he  shall  arrive  on  his  return,  and  also  produce  the  persons 
named  therein  to  the  boarding  officer,  whose  duty  it  shall  be  to  ex- 
amine the  men  with  such  list  and  to  report  the  same  to  the  col- 
lector; and  it  shall  be  the  duty  of  the  collector  at  the  port  of  arrival, 
where  the  same  is  different  from  the  port  from  which  the  vessel  origin- 
ally sailed,  to  transmit  a  copy  of  the  list  so  reported  to  him  to  the 
collector  of  the  port  from  which  such  vessel  originally  sailed.  For 
each  failure  to  produce  any  person  on  the  certified  copy  of  the  list 
of  the  crew  the  master  and  owner  shall  be  severally  liable  to  a  penalty 
of  four  hundred  dollars,  to  be  sued  for,  prosecuted,  and  disposed  of  in 
such  manner  as  penalties  and  forfeitures  which  may  be  incurred  for 


254  THE  MEN  ON  DECK 

offenses  against  the  laws  relating  to  the  collection  of  duties;  but  such 
penalties  shall  not  be  incurred  on  account  of  the  master  not  produc- 
ing to  the  first  boarding  officer  any  of  the  persons  contained  in  the 
list  who  may  have  been  discharged  in  a  foreign  country  with  the  con- 
sent of  the  consul,  vice-consul,  commercial  agent,  or  vice-commercial 
agent  there  residing,  certified  in  writing,  under  the  hand  and  official 
seal,  to  be  produced  to  the  collector  with  the  other  persons  composing 
the  crew,  nor  on  account  of  any  such  person  dying  or  absconding 
or  being  forcibly  impressed  into  other  service  of  which  satisfactory 
proof  shall  also  be  exhibited  to  the  collector.  (R.  S.,  4576;  Mar.  3, 
1897;  sec.  3.) 

Papers  relating  to  crew. 

The  following  rules  shall  be  observed  with  reference  to  vessels 
bound  on  any  foreign  voyage: 

First.  The  duplicate  list  of  the  ship's  company,  required  to  be 
made  out  by  the  master  and  delivered  to  the  collector  of  the  customs, 
under  section  forty-five  hundred  and  seventy-three,  shall  be  a  fair 
copy  in  one  uniform  handwriting,  without  erasure  or  interlineation. 

Second.  It  shall  be  the  duty  of  the  owners  of  every  such  vessel 
to  obtain  from  the  collector  of  the  customs  of  the  district  from  which 
the  clearance  is  made,  a  true  and  certified  copy  of  the  shipping- 
articles,  containing  the  names  of  the  crew,  which  shall  be  written 
in  a  uniform  hand,  without  erasures  or  interlineations. 

Third.  These  documents,  which  shall  be  deemed  to  contain  all 
the  conditions  of  contract  with  the  crew  as  to  their  service,  pay, 
voyage,  and  all  other  things,  shall  be  produced  by  the  master,  and 
laid  before  any  consul,  or  other  commercial  agent  of  the  United  States, 
whenever  he  may  deem  their  contents  necessary  to  enable  him  to 
discharge  the  duties  imposed  upon  him  by  law  toward  any  mariner 
applying  to  him  for  his  aid  or  assistance. 

Fourth.  All  interlineations,  erasures,  or  writing  in  a  hand  dif- 
ferent from  that  in  which  such  duplicates  were  originally  made,  shall 
be  deemed  fraudulent  alterations,  working  no  change  in  such  papers, 
unless  satisfactorily  explained  in  a  manner  consistent  with  innocent 
purposes  and  the  provisions  of  law  which  guard  the  rights  of  mari- 
ners. 

Fifth.  If  any  master  of  a  vessel  shall  proceed  on  a  foreign  voyage 
without  the  documents  herein  required,  or  refuse  to  produce  them 
when  required,  or  to  perform  the  duties  imposed  by  this  section,  or 


LAWS  "RELATING  TO  MERCHANT  SEAMEN        255 

shall  violate  the  provisions  thereof,  he  shall  be  liable  to  each  and 
every  individual  injured  thereby  in  damages,  to  be  recovered  in  any 
court  of  the  United  States  in  the  district  where  such  delinquent  may 
reside  or  be  found,  and  in  addition  thereto  be  punishable  by  a  fine 
of  one  hundred  dollars  for  each  offense. 

Sixth.  It  shall  be  the  duty  of  the  boarding-officer  to  report  all 
violations  of  this  section  to  the  collector  of  the  port  where  any 
vessel  may  arrive,  and  the  collector  shall  report  the  same  to  the 
Secretary  of  Commerce  and  to  the  United  States  attorney  in  his 
district.  (R.  S.,  4575;  Feb.  14.  1903;  sec.  10.) 

Shipment  of  seamen  in  the  coasting  or  near-by  foreign  trade. 

None  of  the  provisions  of  an  act  entitled  "  An  act  to  authorize 
the  appointment  of  shipping  commissioners  by  the  several  circuit 
courts  of  the  United  States  to  superintend  the  shipping  and  discharge 
of  seamen  engaged  in  merchant  ships  belonging  to  the  United  States, 
and  for  the  further  protection  of  seamen  "  shall  apply  to  sail  or 
steam  vessels  engaged  in  the  coastwise  trade,  (except  the  coast- 
wise trade  between  the  Atlantic  and  Pacific  coasts,)  or  in  the  lake- 
going  trade  touching  at  foreign  ports  or  otherwise,  or  in  the  trade 
between  the  United  States  and  the  British  North  American  posses- 
sions, or  in  any  case  where  the  seamen  are  by  custom  or  agreement 
entitled  to  participate  in  the  profits  or  result  of  a  cruise,  or  voyage. 
(June  9,  1874;  June  19,  1886;  Feb.  18,  1895.) 

Shipping  commissioners  may  ship  and  discharge  crews  for  any 
vessel  engaged  in  the  coastwise  trade,  or  the  trade  between  the 
United  States  and  the  Dominion  of  Canada,  or  Newfoundland,  or 
the  West  Indies,  or  the  Republic  of  Mexico,  at  the  request  of  the  mas- 
ter or  owner  of  such  vessel,  the  shipping  and  discharging  fees  in  such 
cases  to  be  one-half  that  prescribed  by  section  forty-six  hundred 
and  twelve  of  the  Revised  Statutes,  for  the  purpose  of  determining 
the  compensation  of  shipping  commissioners.  (June  19,  1886; 
sec.  2.) 

When  a  crew  is  shipped  by  a  shipping  commissioner  for  any 
American  vessel  in  the  coastwise  trade,  or  the  trade  between  the 
United  States  and  the  Dominion  of  Canada,  or  New  Foundland, 
or  the  West  Indies,  or  Mexico,  as  authorized  by  section  two  of  an 
Act  approved  June  nineteenth,  eighteen  hundred  and  eighty-six, 
entitled  "  An  Act  to  abolish  certain  fees  for  official  services  to  Ameri- 


256  THE  MEN  ON  DECK 

can  vessels,  and  to  amend  the  laws  relating  to  shipping  commission- 
ers, seamen,  and  owners  of  vessels,  and  for  other  purposes,"  an  agree- 
ment shall  be  made  with  each  seaman  engaged  as  one  of  such  crew  in 
the  same  manner  as  is  provided  by  Sections  four  thousand  five  hundred 
and  eleven  and  four  thousand  five  hundred  and  twelve  of  the  Revised 
Statutes,  not  however  including  the  sixth  and  eighth  items  of  Sec- 
tion four  thousand  five  hundred  and  eleven;  and  such  agreement 
shall  be  posted  as  provided  in  Section  four  thousand  five  hundred 
and  nineteen,  and  such  seamen  shall  be  discharged  and  receive  their 
wages  as  provided  by  the  first  clause  of  Section  four  thousand  five 
hundred  and  twenty-nine  and  also  by  Sections  four  thousand  five 
hundred  and  twenty-six,  four  thousand  five  hundred  and  twenty- 
seven,  four  thousand  five  hundred  and  twenty-eight,  four  thousand 
five  hundred  and  thirty,  four  thousand  five  hundred  and  thirty- 
five,  four  thousand  fine  hundred  and  thirty-six,  four  thousand  five 
hundred  and  forty-two,  four  thousand  five  hundred  and  forty- 
three,  four  thousand  five  hundred  and  forty-four,  four  thousand 
five  hundred  and  forty-five,  four  thousand  five  hundred  and  forty- 
six,  four  thousand  five  hundred  and  forty-seven,  four  thousand  five 
hundred  and  forty-nine,  four  thousand  five  hundred  and  fifty,  four 
thousand  five  hundred  and  fifty-one,  four  thousand  five  hundred  and 
fifty-two,  four  thousand  five  hundred  and  fifty-three,  four  thousand 
five  hundred  and  fifty-four  and  four  thousand  six  hundred  and  two 
of  the  Revised  Statutes;  but  in  all  other  respects  such  shipments 
of  seamen  and  such  shipping  agreement  shall  be  regarded  as  if  both 
shipment  and  agreement  had  been  entered  into  between  the  master 
of  a  vessel  and  a  seaman  without  going  before  a  shipping  commis- 
sioner. (Feb.  18, 1895;  Mar.  3, 1897;  sec.  8;  Dec.  21, 1898;  sec.  25; 
Mar.  3,  1897;  sec.  8.) 

Agreement  in  coasting  trade  not  before  commissioner. 

Every  master  of  any  vessel  of  the  burden  of  fifty  tons  or  upward, 
bound  from  a  port  in  one  State  to  a  port  in  any  other  than  an  adjoin- 
ing State,  except  vessels  of  the  burden  of  seventy-five  tons  or  upward, 
bound  from  a  port  on  the  Atlantic  to  a  port  on  the  Pacific,  or  vice 
versa,  shall,  before  he  proceeds  on  such  voyage,  make  an  agree- 
ment in  writing  or  in  print,  with  every  seaman  on  board  such  vessel 
except  such  as  shall  be  apprentice  or  servant  to  himself  or  owners, 
declaring  the  voyage  or  term  of  time  for  which  such  seaman  shall  be 
shipped.  (R.  S.,  4520.) 


LAWS  RELATING  TO  MERCHANT  SEAMEN  257 

If  any  master  of  such  vessel  of  the  burden  of  fifty  tons  or  upward 
shall  carry  out  any  seaman  or  mariner,  except  apprentices  or  servants, 
without  such  contract  or  agreement  being  first  made  and  signed  by 
the  seamen,  such  master  shall  pay  to  every  such  seaman  the  highest 
price  or  wages  which  shall  have  been  given  at  the  port  or  place 
where  such  seaman  was  shipped,  for  a  similar  voyage,  within  three 
months  next  before  the  time  of  such  shipping,  if  such  seaman  shall 
perform  such  voyage;  or  if  not,  then  for  such  time  as  he  shall  continue 
to  do  duty  on  board  such  vessel;  and  shall  moreover  be  liable  to  a 
penalty  of  twenty  dollars  for  every  such  seaman,  recoverable, 
one-half  to  the  use  of  the  person  prosecuting  for  the  same,  and  the 
other  half  to  the  use  of  the  United  States.  Any  seaman  who  has 
not  signed  such  a  contract  shall  not  be  bound  by  the  regulations  nor 
subject  to  the  penalties  and  forfeitures  contained  in  this  Title  [R.  S., 
4501-4613].  (R.  S.,  4521.) 

At  the  foot  of  every  such  contract  to  ship  upon  such  a  vessel  of 
the  burden  of  fifty  tons  or  upward  there  shall  be  a  memorandum  in 
writing  of  the  day  and  the  hour  when  such  seamen  who  shipped  and 
subscribed  shall  render  himself  on  board  to  begin  the  voyage  agreed 
upon.  If  any  seaman  shall  neglect  to  render  himself  on  board  the 
vessel  for  which  he  has  shipped  at  the  time  mentioned  in  such  memo- 
randum without  giving  twenty-four  hours'  notice  of  his  inability  to 
do  so,  and  if  the  master  of  the  vessel  shall,  on  the  day  in  which  such 
neglect  happened,  make  an  entry  in  the  log  book  of  such  vessel  of 
the  name  of  such  seaman,  and  shall  in  like  manner  note  the  time 
that  he  so  neglected  to  render  himself  after  the  time  appointed,  then 
every  such  seaman  shall  forfeit  for  every  hour  which  he  shall  so  neglect 
to  render  himself  one-half  of  one  day's  pay,  according  to  the  rate  of 
wages  agreed  upon,  to  be  deducted  out  of  the  wages.  If  any  such  sea- 
man shall  wholly  neglect  to  render  himself  on  board  of  such  vessel, 
or  having  rendered  himself  on  board  shall  afterwards  desert,  he  shall 
forfeit  all  of  his  wages  or  emoluments  which  he  has  then  earned. 
[This  section  shall  not  apply  to  fishing  or  whaling  vessels  or  yachts, 
Dec.  21,  1898,  sec.  26.]  (R.  S.,  4522;  Dec.  21,  1898;  sec.  2.) 

Discharge  in  foreign  trade. 

All  seamen  discharged  in  the  United  States  from  merchant  vessels 
engaged  in  voyages  from  a  port  in  the  United  States  to  any  foreign 
port,  or,  being  of  the  burden  of  seventy-five  tons  or  upward,  from  a 


258  THE  MEN  ON  DECK 

port  on  the  Atlantic  to  a  port  on  the  Pacific,  or  vice  versa,  shall  be 
discharged  and  receive  their  wages  in  the  presence  of  a  duly  authorized 
shipping-commissioner  under  this  Title  [R.  S.,  4501-4613],  except  in 
cases  where  some  competent  court  otherwise  directs;  and  any  master 
or  owner  of  any  such  vessel  who  discharges  any  such  seaman  belong- 
ing thereto,  or  pays  his  wages  within  the  United  States  in  any  other 
manner,  shall  be  liable  to  a  penalty  of  not  more  than  fifty  dollars. 
(R.  S.,  4549.) 

Every  master  shall,  not  less  than  forty-eight  hours  before  paying 
off  or  discharging  any  seaman,  deliver  to  him,  or,  if  he  is  to  be  dis- 
charged before  a  shipping-commissioner,  to  such  shipping-commis- 
sioner, a  full  and  true  account  of  his  wages,  and  all  deductions  to 
be  made  therefrom  on  any  account  whatsoever;  and  in  default 
shall,  for  each  offense,  be  liable  to  a  penalty  of  not  more  than  fifty 
dollars.  No  deduction  from  the  wages  of  any  seaman  except  in 
respect  of  some  matter  happening  after  such  delivery  shall  be  allowed, 
unless  it  is  included  in  the  account  delivered;  and  the  master  shall, 
during  the  voyage,  enter  the  various  matters  in  respect  to  which  such 
deductions  are  made,  with  the  amounts  of  the  respective  deductions 
as  they  occur,  in  the  official  log-book,  and  shall,  if  required,  produce 
such  book  at  the  time  of  the  payment  of  wages,  and,  also,  upon  the 
hearing,  before  any  competent  authority,  of  any  complaint  or  ques- 
tion relating  to  such  payment.  (R.  S.,  4550.) 

Upon  the  discharge  of  any  seaman,  or  upon  payment  of  his 
wages,  the  master  shall  sign  and  give  him  a  certificate  of  discharge, 
specifying  the  period  of  his  service  and  the  time  and  place  of  his 
oUscharge,  in  the  form  marked  Table  B  in  the  schedule  annexed  to 
this  Title  [R.  S.,  4501-4613];  and  every  master  who  fails  to  sign  and 
give  to  such  seaman  such  certificate  and  discharge,  shall,  for  each 
such  offense,  incur  a  penalty  not  exceeding  fifty  dollars.  But  when- 
ever the  master  shall  discharge  his  crew  or  any  part  thereof  in  any 
collection-district  where  no  shipping-commissioner  has  been  appointed, 
he  may  perform  for  himself  the  duties  of  such  commissioner.  (R.  S., 
455I-) 

Discharge  in  foreign  ports. 

Upon  the  application  of  the  master  of  any  vessel  to  a  consular 
officer  to  discharge  a  seaman,  or  upon  the  application  of  any  seaman 
for  his  own  discharge,  if  it  appears  to  such  officer  that  said  seaman 


LAWS  RELATING  TO  MERCHANT  SEAMEN  259 

has  completed  his  shipping  agreement,  or  is  entitled  to  his  discharge 
under  any  act  of  Congress  or  according  to  the  general  principles  or 
usages  of  maritime  law  as  recognized  in  the  United  States,  such 
officer  shall  discharge  said  seaman,  and  require  from  the  master  of 
said  vessel,  before  such  discharge  shall  be  made,  payment  of  the  wages 
which  may  then  be  due  said  seaman;  but  no  payment  of  extra  wages 
shall  be  required  by  any  consular  officer  upon  such  discharge  of 
any  seaman  except  as  provided  in  this  act.  (R.  S.,  4580;  June  26, 
1884;  sec.  2.) 

If  any  consular  officer,  when  discharging  any  seaman,  shall  neglect 
to  require  the  payment  of  and  collect  the  arrears  of  wages  and  extra 
wages  required  to  be  paid  in  the  case  of  the  discharge  of  any  seaman, 
he  shall  be  accountable  to  the  United  States  for  the  full  amount 
thereof.  The  master  shall  provide  any  seaman  so  discharged  with 
employment  on  a  vessel  agreed  to  by  the  seaman,  or  shall  provide 
him  with  one  month's  extra  wages,  if  it  shall  be  shown  to  the  satis- 
faction of  the  consul  that  such  seaman  was  not  discharged  for  neglect 
of  duty,  incompetency,  or  injury  incurred  on  the  vessel.  If  the 
seaman  is  discharged  by  voluntary  consent  before  the  consul,  he  shall 
be  entitled  to  his  wages  up  to  the  time  of  his  discharge,  but  not  for 
any  further  period.  If  the  seaman  is  discharged  on  account  of  injury 
or  illness,  incapacitating  him  for  service,  the  expenses  of  his  main- 
tenance and  return  to  the  United  States  shall  be  paid  from  the  fund 
for  the  maintenance  and  transportation  of  destitute  American 
seamen:  Provided,  That  at  the  discretion  of  the  Secretary  of  Com- 
merce, and  under  such  regulations  as  he  may  prescribe,  if  any  seaman 
incapacitated  from  service  by  injury  or  illness  is  on  board  a  vessel  so 
situated  that  a  prompt  discharge  requiring  the  personal  appearance  of 
the  master  of  the  vessel  before  an  American  consul  or  consular  agent 
is  impracticable,  such  seaman  may  be  sent  to  a  consul  or  consular 
agent,  who  shall  care  for  him  and  defray  the  cost  of  his  maintenance 
and  transportation,  as  provided  in  this  paragraph.  (R.  S.,  4581; 
Dec.  21,  1898;  sec.  16;  Mar.  4,  1915;  sec.  19.)  (Effective  begin- 
ning Nov.  4,  1915.) 

Whenever  a  vessel  of  the  United  States  is  sold  in  a  foreign  country 
and  her  company  discharged,  it  shall  be  the  duty  of  the  master  to 
produce  to  the  consular  officer  a  certified  list  of  the  ship's  company, 
and  also  the  shipping  articles,  and  besides  paying  to  each  seaman  or 
apprentice  the  wages  due  him,  he,  shall  either  provide  him  with  ade^ 


260  THE  MEN  ON  DECK 

quate  employment  on  board  some  other  vessel  bound  to  the  port  at 
which  he  was  originally  shipped,  or  to  such  other  port  as  may  be  agreed 
upon  by  him,  or  furnish  the  means  of  sending  him  to  such  port,  or 
provide  him  with  a  passage  home,  or  deposit  with  the  consular  officer 
such  a  sum  of  money  as  is  by  the  officer  deemed  sufficient  to  de- 
fray the  expenses  of  his  maintenance  and  passage  home;  and  the 
consular  officer  shall  indorse  upon  the  agreement  with  the  crew  of  the 
ship  which  the  seaman  or  apprentice  is  leaving  the  particulars  of 
any  payment,  provision,  or  deposit  made  under  this  section.  A  fail- 
ure to  comply  with  the  provisions  of  this  section  shall  render  the 
owner  liable  to  a  fine  of  not  exceeding  fifty  dollars.  (R.  S.,  4582, 
Dec.  21,  1898;  sec.  17.) 

Whenever  on  the  discharge  of  a  seaman  in  a  foreign  country  by  a 
consular  officer  on  his  complaint  that  the  voyage  is  continued  con- 
trary to  agreement,  or  that  the  vessel  is  badly  provisioned  or  unsea- 
worthy,  or  against  the  officers  for  cruel  treatment,  it  shall  be  the  duty 
of  the  consul  or  consular  agent  to  institute  a  proper  inquiry  into  the 
matter,  and,  upon  his  being  satisfied  of  the  truth  and  justice  of  such 
complaint,  he  shall  require  the  master  to  pay  to  such  seaman  one 
month's  wages  over  and  above  the  wages  due  at  the  time  of  dis- 
charge, and  to  provide  him  with  adequate  employment  on  board 
some  other  vessel,  or  provide  him  with  a  passage  on  board  some  other 
vessel  bound  to  the  port  from  which  he  was  originally  shipped, 
or  to  the  most  convenient  port  of  entry  in  the  United  States,  or  to 
a  port  agreed  to  by  the  seaman.  (R.  S.,  4583;  Dec.  21,  1898; 
sec.  1 8.) 

Wages. 

No  seaman  shall,  by  any  agreement  other  than  is  provided  by 
this  Title  [R.  S.,  4501-4613],  forfeit  his  lien  upon  the  ship,  or  be  de- 
prived of  any  remedy  for  the  recovery  of  his  wages  to  which  he  would 
otherwise  have  been  entitled;  and  every  stipulation  in  any  agree- 
ment inconsistent  with  any  provision  of  this  Title,  and  every  stipula- 
tion by  which  any  seaman  consents  to  abandon  his  right  to  his 
wages  in  the  case  of  the  loss  of  the  ship,  or  to  abandon  any  right 
which  he  may  have  or  obtain  in  the  nature  of  salvage,  shall  be  wholly 
inoperative.  (R.  S.,  4535.) 

The  following  rules  shall  be  observed  with  respect  to  the  settle- 
ment of  wages: 


LAWS  RELATING  TO  MERCHANT  SEAMEN  261 

First.  Upon  the  completion,  before  a  shipping-commissioner,  of 
any  discharge  and  settlement,  the  master  or  owner  and  each  seaman, 
respectively,  in  the  presence  of  the  shipping-commissioner,  shall  sign 
a  mutual  release  of  all  claims  for  wages  in  respect  of  the  past  voyage 
or  engagement,  and  the  shipping-commissioner  shall  also  sign  and 
attest  it,  and  shall  retain  it  in  a  book  to  be  kept  for  that  purpose, 
provided  both  the  master  and  seaman  assent  to  such  settlement,  or 
the  settlement  has  been  adjusted  by  the  shipping-commissioner. 

Second.  Such  release,  so  signed  and  attested,  shall  operate  as  a 
mutual  discharge  and  settlement  of  all  demands  for  wages  between 
the  parties  thereto,  on  account  of  wages,  in  respect  to  the  past  voyage 
or  engagement. 

Third.  A  copy  of  such  release,  certified  under  the  hand  and  seal 
of  such  shipping-commissioner  to  be  a  true  copy,  shall  be  given 
by  him  to  any  party  thereto  requiring  the  same,  and  such  copy  shall 
be  receivable  in  evidence  upon  any  future  question  touching  such 
claims,  and  shall  have  all  the  effect  of  the  original  of  which  it  purports 
to  be  a  copy. 

Fourth.  In  cases  in  which  discharge  and  settlement  before  a  ship- 
ping-commissioner are  required,  no  payment,  receipt,  settlement, 
or  discharge  otherwise  made  shall  operate  as  evidence  of  the  release 
or  satisfaction  of  any  claim. 

Fifth.  Upon  payment  being  made  by  a  master  before  a  shipping- 
commissioner,  the  shipping-commissioner  shall,  if  required,  sign  and 
give  to  such  master  a  statement  of  the  whole  amount  so  paid;  and 
such  statement  shall,  between  the  master  and  his  employer,  be  re- 
ceived as  evidence  that  he  has  made  the  payments  therein  mentioned. 
(R.  S.,  4552.) 

Upon  every  discharge  effected  before  a  shipping-commissioner, 
the  master  shall  make  and  sign,  in  the  form  given  in  the  table  marked 
"  B,"  in  the  schedule  annexed  to  this  Title  [R.  S.,  4501-4613],  a 
report  of  the  conduct,  character,  and  qualifications  of  the  persons 
discharged;  or  may  state  in  such  form,  that  he  declines  to  give  any 
opinion  upon  such  particulars,  or  upon  any  of  them;  and  the  com- 
missioner shall  keep  a  register  of  the  same,  and  shall,  if  desired  so  to 
do  by  any  seaman,  give  to  him  or  indorse  on  his  certificate  of  dis- 
charge a  copy  of  so  much  of  such  report  as  concerns  him.  (R.  S., 
45S3-) 

A  seaman's  right  to  wages  and  provisions  shall  be  taken  to  com- 


262  THE  MEN  ON  DECK 

mence  either  at  the  time  at  which  he  commences  work,  or  at  the  time 
specified  in  the  agreement  for  his  commencement  of  work  or  presence 
on  board,  whichever  first  happens.  (R.  S.,  4524.) 

No  right  to  wages  shall  be  dependent  on  the  earning  of  freight 
by  the  vessel;  but  every  seaman  or  apprentice  who  would  be  en- 
titled to  demand  and  receive  any  wages  if  the  vessel  on  which  he  has 
served  had  earned  freight,  shall,  subject  to  all  other  rules  of  law  and 
conditions  applicable  to  the  case,  be  entitled  to  claim  and  recover 
the  same  of  the  master  or  owner  in  personam,  notwithstanding  that 
freight  has  not  been  earned.  But  in  all  cases  of  wreck  or  loss  of 
vessel,  proof  that  any  seaman  or  apprentice  has  not  exerted  himself 
to  the  utmost  to  save  the  vessel,  cargo,  and  stores,  shall  bar  his 
claim.  (R.  S.,  4525.) 

In  cases  where  the  service  of  any  seaman  terminates  before  the 
period  contemplated  in  the  agreement,  by  reason  of  the  loss  or 
wreck  of  the  vessel,  such  seaman  shall  be  entitled  to  wages  for  the 
time  of  service  prior  to  such  termination,  but  not  for  any  further 
period.  Such  seaman  shall  be  considered  as  a  destitute  seaman  and 
shall  be  treated  and  transported  to  port  of  shipment  as  provided 
in  sections  forty-five  hundred  and  seventy-seven,  forty-five  hundred 
and  seventy-eight,  and  forty-five  hundred  and  seventy-nine  of  the 
Revised  Statutes  of  the  United  States.  [This  section  shall  not  apply 
to  fishing  or  whaling  vessels  or  yachts — Dec.  21,  1898,  sec.  26.] 
(R.  S.,  4526;  Dec.  21,  1898;  sec.  3.) 

Any  seaman  who  has  signed  an  agreement  and  is  afterward  dis- 
charged before  the  commencement  of  the  voyage  or  before  one 
month's  wages  are  earned,  without  fault  on  his  part  justifying  such 
discharge,  and  without  his  consent,  shall  be  entitled  to  receive  from 
the  master  or  owner,  in  addition  to  any  wages  he  may  have  earned, 
a  sum  equal  in  amount  to  one  month's  wages  as  compensation,  and 
may,  on  adducing  evidence  satisfactory  to  the  court  hearing  the 
case,  of  having  been  improperly  discharged,  recover  such  compensa- 
tion as  if  it  were  wages  duly  earned.  (R.  S.,  4527.) 

No  seaman  or  apprentice  shall  be  entitled  to  wages  for  any  period 
during  which  he  unlawfully  refuses  or  neglects  to  work  when  re- 
quired, after  the  time  fixed  by  the  agreement  for  him  to  begin  work, 
nor,  unless  the  court  hearing  the  case  otherwise  directs,  for  any 


LAWS  RELATING  TO  MERCHANT  SEAMEN  263 

period  during  which  he  is  lawfully  imprisoned  for  any  offense  com- 
mitted by  him.     (R.  S.,  4528.) 

The  master  or  owner  or  any  vessel  making  coasting  voyages  shall 
pay  to  every  seaman  his  wages  within  two  days  after  the  termination 
of  the  agreement  under  which  he  was  shipped,  or  at  the  time  such 
seaman  is  discharged,  whichever  first  happens;  and  in  case  of  vessels 
making  foreign  voyages,  or  from  a  port  on  the  Atlantic  to  a  port 
on  the  Pacific,  or  vice  versa,  within  twenty-four  hours  after  the  cargo 
has  been  discharged,  or  within  four  days  after  the  seaman  has  been  dis- 
charged, whichever  first  happens;  and  in  all  cases  the  seaman  shall 
be  entitled  to  be  paid  at  the  time  of  his  discharge  on  account  of  wages 
a  sum  equal  to  one-third  part  of  the  balance  due  him.  Every  master 
or  owner  who  refuses  or  neglects  to  make  payment  in  the  manner 
hereinbefore  mentioned  without  sufficient  cause  shall  pay  to  the  sea- 
man a  sum  equal  to  two  days'  pay  for  each  and  every  day  during 
which  payment  is  delayed  beyond  the  respective  periods,  which 
sum  shall  be  recoverable  as  wages  in  any  claim  made  before  the  court; 
but  this  section  shall  not  apply  to  masters  or  owners  of  any  vessel 
the  seamen  of  which  are  entitled  to  share  in  the  profits  of  the  cruise 
or  voyage.  [This  section  shall  not  apply  to  fishing  or  whaling 
vessels  or  yachts — Dec.  21,  1898,  sec.  26 — but  this  section  shall 
apply  to  all  vessels  engaged  in  the  taking  of  oysters — June  28,  1906, 
sec.  4.]  (R.  S.  4529;  Dec.  21,  1898;  sec.  4;  June  28,  1906;  sec.  4. 
Mar.  4,  1915;  sec.  3.)  (Effective  beginning  Nov.  4,  1915.) 

Every  seaman  on  a  vessel  of  the  United  States  shall  be  entitled 
to  receive  on  demand  from  the  master  of  the  vessel  to  which  he  belongs 
one-half  part  of  the  wages  which  he  shall  have  then  earned  at  every 
port  where  such  vessel,  after  the  voyage  has  been  commenced,  shall 
load  or  deliver  cargo  before  the  voyage  is  ended  and  all  stipulations 
in  the  contract  to  the  contrary  shall  be  void:  Provided,  Such  a  demand 
shall  not  be  made  before  the  expiration  of,  nor  oftener  than  once  in 
five  days.  Any  failure  on  the  part  of  the  master  to  comply  with 
this  demand  shall  release  the  seaman  from  his  contract  and  he  shall 
be  entitled  to  full  payment  of  wages  earned.  And  when  the  voyage 
is  ended  every  such  seaman  shall  be  entitled  to  the  remainder  of  the 
wages  which  shall  then  be  due  him,  as  provided  in  section  forty- 
five  hundred  and  twenty-nine  of  the  Revised  Statutes:  Provided 
further,  That  notwithstanding  any  release  signed  by  any  seaman 
under  section  forty-five  hundred  and  fifty-two  of  the  Revised  Statutes 


264  THE  MEN  ON  DECK 

any  court  having  jurisdiction  may  upon  good  cause  shown  set  aside 
such  release  and  take  such  action  as  justice  shall  require:  And  pro- 
vided further,  That  this  section  shall  apply  to  seamen  on  foreign 
vessels  while  in  harbors  of  the  United  States,  and  the  courts  of  the 
United  States  shall  be  open  to  such  seamen  for  its  enforcement. 
[This  section  shall  not  apply  to  fishing  or  whaling  vessels  or  yachts 
-—Dec.  21,  1898,  sec.  26.]  (R.  S.,  4530;  Dec.  21,  1898;  sec.  5; 
Mar.  4,  1915,  sec.  4.)  (Effective  on  American  vessels  beginning 
Nov.  4,  1915;  on  vessels  of  foreign  nations  not  covered  by  treaties 
Mar.  4,  1916;  on  vessels  of  other  foreign  nations  after  termination 
of  treaties.) 

*  Whenever  the  wages  of  any  seaman  are  not  paid  withing  ten  days 
after  the  time  when  the  same  ought  to  be  paid  according  to  the  pro- 
visions of  this  Title  [R.  S.,  4501-4613],  or  any  dispute  arises  between 
the  master  and  seamen  touching  wages,  the  district  judge  for  the 
judicial  district  where  the  vessel  is,  or  in  case  his  residence  be  more 
than  three  miles  from  the  place,  or  he  be  absent  from  the  place 
of  his  residence,  then,  any  judge  or  justice  of  the  peace,  or  any 
commissioner  of  a  district  court,  may  summon  the  master  of  such 
vessel  to  appear  before  him,  to  show  cause  why  process  should  not 
issue  against  such  vessel,  her  tackle,  apparel,  and  furniture,  accord- 
ing to  the  course  of  admiralty  courts,  to  answer  for  the  wages.  (R. 
S.,  4546;  May  28,  1896.) 

If  the  master  against  whom  such  summons  is  issued  neglects 
to  appear,  or,  appearing,  does  not  show  that  the  wages  are  paid  or 
otherwise  satisfied  or  forfeited,  and  if  the  matter  in  dispute  is  not 
forthwith  settled,  the  judge  or  justice  or  commissioner  shall  certify 
to  the  clerk  of  the  district  court  that  there  is  sufficient  cause  of  com- 
plaint whereon  to  found  admiralty  process;  and  thereupon  the 
clerk  of  such  court  shall  issue  process  against  the  vessel.  In  all  cases 
where  the  matter  in  demand  does  not  exceed  one  hundred  dollars 
the  return  day  of  the  monition  or  citation  shall  be  the  first  day  of  a 
stated  or  special  session  of  court  next  succeeding  the  third  day  after 
the  service  of  the  monition  or  citation,  and  on  the  return  of  process 
in  open  court,  duly  served,  either  party  may  proceed  therein  to  proofs 
and  hearing  without  other  notice,  and  final  judgment  shall  be  given 
according  to  the  usual  course  of  admiralty  courts  in  such  cases.  In 
such  suits  all  the  seamen  having  cause  of  complaint  of  the  like  kind 
against  the  same  vessel  may  be  joined  as  complainants,  and  it  shall 


LAWS  RELATING  TO  MERCHANT  SEAMEN  265 

be  incumbent  on  the  master  to  produce  the  contract  and  log  book, 
if  required  to  ascertain  any  matter  in  dispute;  otherwise  the  com- 
plainants shall  be  permitted  to  state  the  contents  thereof,  and  the 
burden  of  proof  of  the  contrary  shall  be  on  the  master.  But  nothing 
herein  contained  shall  prevent  any  seaman  from  maintaining  any 
action  at  common  law  for  the  recovery  of  his  wages,  or  having  imme- 
diate process  gut  of  any  court  having  admiralty  jurisdiction  wherever 
any  vessel  may  be  found,  in  case  she  shall  have  left  the  port  of  delivery 
where  her  voyage  ended  before  payment  of  the  wages,  or  in  case  she 
shall  be  about  to  proceed  to  sea  before  the  end  of  the  ten  days  next 
after  the  day  when  such  wages  are  due,  in  accordance  with  section 
forty-five  hundred  and  twenty-nine  of  the  Revised  Statutes.  [This 
section  shall}  not  apply  to  fishing  or  whaling  vessels  or  yachts — 
Dec.  21,  1898,  sec.  26 — but  this  section  shall  apply  to  all  vessels 
engaged  in  the  taking  of  oysters— June  28,  1906,  sec.  4.]  (R.  S., 
4547;  Dec.  21,^1898;  sec.  6;  June  28,  1906;  sec.  4.) 

Moneys  paid  under  the  laws  of  the  United  States,  by  direction  of 
consular  officers  or  agents,  at  any  foreign  port  or  place,  as  wages, 
extra  or  otherwise,  due  American  seamen,  shall  be  paid  in  gold  or 
its  equivalent,  without  any  deduction  whatever  any  contract  to  the 
contrary  notwithstanding.  (R.  S.,  4548.) 

Any  question  concerning  the  forfeiture  of,  or  deductions  from, 
the  wages  of  any  seaman  or  apprentice,  may  be  determined  in  any 
proceeding  lawfully  instituted  with  respect  to  such  wages,  notwith- 
standing the  offense  in  respect  of  which  such  question  arises,  though 
hereby  made  punishable  by  imprisonment  as  well  as  forfeiture,  has 
not  been  made  the  subject  of  any  criminal  proceeding.  (R.  S., 
4603.) 

Whenever  in  any  proceeding  relating  to  seamen's  wages  it  is  shown 
that  any  seaman  or  apprentice  has,  in  the  course  of  the  voyage,  been 
convicted  of  any  offense  by  any  competent  tribunal,  and  right- 
fully punished  therefor,  by  imprisonment  or  otherwise,  the  court 
hearing  the  case  may  direct  a  part  of  the  wages  due  to  such  seaman 
not  exceeding  fifteen  dollars,  to  be  applied  in  reimbursing  any  costs 
properly  incurred  by  the  master  in  procuring  such  conviction  and 
punishment.  (R.  S.,  4605.) 

Advances  and  allotments  of  wages. 

(a)  It  shall  be,  and  is  hereby,  made  unlawful  in  any  case  to  pay 


266  THE  MEN  ON  DECK 

any  seaman  wages  in  advance  of  the  time  when  he  has  actually  earned 
the  same,  or  to  pay  such  advance  wages,  or  to  make  any  order,  or 
note,  or  other  evidence  of  indebtedness  therefor  to  any  other  person, 
or  to  pay  any  person,  for  the  shipment  of  seamen  when  payment  is 
deducted  or  to  be  deducted  from  a  seaman's  wages.  Any  person 
violating  any  of  the  foregoing  provisions  of  this  section  shall  be  deemed 
guilty  of  a  misdemeanor,  and  upon  conviction  shall  be  punished  by  a 
fine  of  not  less  than  $25  nor  more  than  $100,  and  may  also  be  impris- 
oned for  a  period  of  not  exceeding  six  months,  at  the  discretion  of 
the  court.  The  payment  of  such  advance  wages  or  allotment  shall 
in  no  case  except  as  herein  provided  absolve  the  vessel  or  the  master 
or  the  owner  thereof  from  the  full  payment  of  wages  after  the  same 
shall  have  been  actually  earned,  and  shall  be  no  defense  to  a  libel 
suit  or  action  of  the  recovery  of  such  wages.  11  any  person  shall 
demand  or  receive,  either  directly  or  indirectly,  from  any  seaman  or 
other  person  seeking  employment,  as  seaman,  or  from  any  person 
on  his  behalf,  any  remuneration  whatever  for  providing  him  with 
employment,  he  shall  for  every  such  offense  be  deemed  guilty  of  a 
misdemeanor  and  shall  be  imprisoned  not  more  than  six  months  or 
fined  not  more  than  $500. 

(b)  It  shall  be  lawful  for  any  seaman  to  stipulate  in  his  shipping 
agreement  for  an  allotment  of  any  portion  of  the  wages  he  may  earn 
to  his  grandparents,  parents,  wife,  sister,  or  children. 

(c)  No  allotment  shall  be  valid  unless  in  writing  and  signed  by 
and  approved  by  the  shipping-commissioner.    It  shall  be  the  duty 
of  the  said  commissioner  to  examine  such  allotments  and  the  parties 
to  them  and  enforce  compliance  with  the  law.    All  stipulations  for 
the  allotment  of  any  part  of  the  wages  of  a  seaman  during  his  absence 
which  are  made  at  the  commencement  of  the  voyage  shall  be  inserted 
in  the  agreement  and  shall  state  the  amounts  and  times  of  the  pay- 
ments to  be  made  and  the  persons  to  whom  the  payments  are  to  be 
made. 

(d)  No  allotment  except  as  provided  for  in  this  section  shall  be 
lawful.    Any  person  who  shall  falsely  claim  to  be  such  relation,  as 
above  described,  of  a  seaman  under  this  section  shall  for  every  such 
offense  be  punished  by  a  fine  not  exceeding  $500  or  imprisonment  not 
exceeding  six  months,  at  the  discretion  of  the  court. 

(e)  This  section  shall  apply  as  well  to  foreign  vessels  while  in 
waters  of  the  United  States,  as  to  vessels  of  tha  United  States,  and 
any  master,  owner,  consignee,  or  agent  of  any  foreign  vessel  who 


LAWS  RELATING  TO  MERCHANT  SEAMEN  267 

has  violated  its  provisions  shall  be  liable  to  the  same  penalty  that 
the  master,  owner,  or  agent  of  a  vessel  of  the  United  States  would 
be  for  similar  violation. 

The  master,  owner,  consignee,  or  agent  of  any  vessel  of  the  United 
States,  or  of  any  foreign  vessel  seeking  clearance  from  a  port  of  the 
United  States,  shall  present  his  shipping  articles  at  the  office  of  clear- 
ance, and  no  clearance  shall  be  granted  any  such  vessel  unless  the 
provisions  of  this  section  have  been  complied  with. 

(/)  Under  the  direction  of  the  Secretary  of  Commerce  the  Com- 
missioner of  Navigation  shall  make  regulations  to  carry  out  this 
section.  [This  section  shall  not  apply  to  fishing  or  whaling  vessels 
or  yachts  —  Dec.  21,  1898,  sec.  26  —  but  this  section  shall  apply  to 
all  vessels  engaged  in  the  taking  of  oysters  —  June  28,  1906,  sec.  4.] 
(Dec.  21,  1898;  sec.  24;  Apr.  26,  1904;  June  28,  1906;  sec.  4; 
Mar.  4,  1915;  sec.  n.)  (Effective  on  American  vessels  beginning 
Nov.  4,  1915;  on  vessels  of  foreign  nations  not  covered  by  treaties 
Mar.  4,  1916;  on  vessels  of  other  foreign  nations  after  termination 
of  treaties.) 

Wages  and  clothing  exempt  from  attachment. 

*  No  wages  due  or  accruing  to  any  seaman  or  apprentice  shall  be 
subject  to  attachment  or  arrestment  from  any  court,  and  every  pay- 
ment of  wages  to  a  seaman  or  apprentice  shall  be  valid  in  law,  not- 
withstanding any  previous  sale  or  assignment  of  wages  or  of  any 
attachment,  encumbrance,  or  arrestment  thereon;  and  no  assign- 
ment or  sale  of  wages  or  of  salvage  made  prior  to  the  accruing  thereof 
shall  bind  the  party  making  the  same,  except  such  allotments  as  are 
authorized  by  this  title.  This  section  shall  apply  to  fishermen  em- 
ployed on  fishing  vessels  as  well  as  to  seamen:  Provided,  That  nothing 
contained  in  this  or  any  preceding  section  shall  interfere  with  the 
order  by  any  court  regarding  the  payment  by  any  seaman  of  any 
part  of  his  wages  for  the  support  and  maintenance  of  his  wife  and 
minor  children.  (Mar.  4,  1915;  sec.  12.)  (Effective  beginning  Nov. 
4, 


The  clothing  of  any  seaman  shall  be  exempt  from  attachment, 
and  any  person  who  shall  detain  such  clothing  when  demanded 
by  the  owner  shall  be  deemed  guilty  of  a  misdemeanor,  and  shall  be 
imprisoned  not  more  than  six  months  or  fined  not  more  than  five 
hundred  dollars,  or  both.  (Feb.  18,  1895;  Apr.  n,  1904.) 


268  THE  MEN  ON  DECK 

No  sum  exceeding  one  dollar  shall  be  recoverable  from  any  sea- 
man, by  any  one  person,  for  any  debt  contracted  during  the  time  such 
seaman  shall  actually  belong  to  any  vessel,  until  the  voyage  for  which 
such  seaman  engaged  shall  be  ended.  (R.  S.,  4537.) 

Desertion  of  seamen  abroad. 

It  shall  be  the  duty  of  all  consular  officers  to  discountenance 
insubordination  by  every  means  in  their  power  and,  where  the  local 
authorities  can  be  usefully  employed  for  that  purpose,  to  lend  their 
aid  and  use  their  exertions  to  that  end  in  the  most  effectual  manner. 
In  all  cases  where  seamen  or  officers  are  accused,  the  consular  officer 
shall  inquire  into  the  facts  and  proceed  as  provided  in  section  forty- 
five  hundred  and  eighty-three  of  the  Revised  Statutes;  and  the  officer 
discharging  such  seaman  shall  enter  upon  the  crew  list  and  shipping 
articles  and  official  log  the  cause  of  such  discharge  and  the  particulars 
in  which  the  cruel  or  unusual  treatment  consisted  and  subscribe  his 
name  thereto  officially.  He  shall  read  the  entry  made  in  the  official 
log  to  the  master,  and  his  reply  thereto,  if  any,  shall  likewise  be 
entered  and  subscribed  hi  the  same  manner.  (R.  S.,  4600;  Dec.  21, 
1898;  sec.  21  ;  Mar.  4,  1915;  sec.  8.)  (Effective  beginning  Nov.  4, 


Desertion  of  foreign  seamen  in  the  United  States. 

On  application  of  a  consul  or  vice-consul  of  any  foreign  govern- 
ment having  a  treaty  with  the  United  States  stipulating  for  the  res- 
toration of  seamen  deserting,  made  in  writing,  stating  that  the  person 
therein  named  has  deserted  from  a  vessel  of  any  such  government, 
while  in  any  port  of  the  United  States,  and  on  proof  by  the  exhibition 
of  the  register  of  the  vessel,  ship's  roll,  or  other  official  document, 
that  the  person  named  belonged,  at  the  time  of  desertion,  to  the  crew 
of  such  vessel,  it  shall  be  the  duty  of  any  court,  judge,  commissioner 
of  any  circuit  court,  justice,  or  other  magistrate,  having  competent 
power,  to  issue  warrants  to  cause  such  person  to  be  arrested  for 
examination.  If,  on  examination,  the  facts  stated  are  found  to  be 
true,  the  person  arrested  not  being  a  citizen  of  the  United  States, 
shall  be  delivered  up  to  the  consul  or  vice-consul,  to  be  sent  back  to 
the  dominions  of  any  such  government,  or,  on  the  request  and  at  the 
expense  of  the  consul  or  vice-consul,  shall  be  detained  until  the  con- 
sul or  vice-consul  finds  an  opportunity  to  send  him  back  to  the 
dominions  of  any  such  government.  No  person  so  arrested  shall  be 


LAWS  RELATING  TO  MERCHANT  SEAMEN  269 

detained  more  than  two  months  after  his  arrest;  but  at  the  end  of 
that  time  shall  be  set  at  liberty,  and  shall  not  be  again  molested  for 
the  same  cause.  If  any  such  deserter  shall  be  found  to  have  com- 
mitted any  crime  or  offense,  his  surrender  may  be  delayed  until 
the  tribunal  before  which  the  case  shall  be  depending,  or  may  be 
cognizable,  shall  have  pronounced  its  sentence,  and  such  sentence 
shall  have  been  carried  into  effect.  (R.  S.,  5280.) 

Repeal  of  treaties  and  conventions. 

In  the  judgment  of  Congress  articles  in  treaties  and  conven- 
tions of  the  United  States,  in  so  far  as  they  provide  for  the  arrest  and 
imprisonment  of  officers  and  seamen  deserting  or  charged  with  de- 
sertion from  merchant  vessels  of  the  United  States  in  foreign  coun- 
tries, and  for  the  arrest  and  imprisonment  of  officers  and  seamen 
deserting  or  charged  with  desertion  from  merchant  vessels  of  foreign 
nations  in  the  United  States  and  the  Territories  and 'possessions 
thereof,  and  for  the  cooperation,  aid,  and  protection  of  competent 
legal  authorities  in  effecting  such  arrest  or  imprisonment  and  any 
other  treaty  provision  in  conflict  with  the  provisions  of  this  Act, 
ought  to  be  terminated,  and  to  this  end  the  President  be,  and  he  is 
hereby,  requested  and  directed,  within  ninety  days  after  the  passage 
of  this  Act,  to  give  notice  to  the  several  Governments,  respectively, 
that  so  much  as  hereinbefore  described  of  all  such  treaties  and  con- 
ventions between  the  United  States  and  foreign  Governments  will 
terminate  on  the  expiration  of  such  periods  after  notices  have  been 
given  as  may  be  required  in  such  treaties  and  conventions.  (Mar.  4, 
1915;  sec.  16.) 

Upon  the  expiration  after  notice  of  the  periods  required,  respec- 
tively, by  said  treaties  and  conventions  and  of  one  year  in  the  case 
of  the  independent  State  of  the  Kongo,  so  much  as  hereinbefore 
described  in  each  and  every  one  of  said  articles  shall  be  deemed 
and  held  to  have  expired  and  to  be  of  no  force  and  effect,  and  there- 
upon section  fifty-two  hundred  and  eighty  and  so  much  of  section 
four  thousand  and  eighty-one  of  the  Revised  Statutes  as  relates  to 
the  arrest  or  imprisonment  of  officers  and  seamen  deserting  or  charged 
with  desertion  from  merchant  vessels  of  foreign  nations  in  the  United 
States  and  Territories  and  possessions  thereof,  and  for  the  coopera- 
tion, aid,  and  protection  of  competent  legal  authorities  in  effecting 
such  arrest  or  imprisonment,  shall  be,  and  is  hereby,  repealed, 
(Sec.  17.) 


270  THE  MEN  ON  DECK 

Arbitration  before  shipping  commissioner. 

Every  shipping-commissioner  shall  hear  and  decide  any  question 
whatsoever  between  a  master,  consignee,  agent,  or  owner,  and  any 
of  his  crew,  which  both  parties  agree  in  writing  to  submit  to  him; 
and  every  award  so  made  by  him  shall  be  binding  on  both  parties, 
and  shall,  in  any  legal  proceedings  which  may  be  taken  in  the  matter, 
before  any  court  of  justice,  be  deemed  to  be  conclusive  as  to  the  rights 
of  parties.  And  any  document  under  the  hand  and  official  seal  of  a 
commissioner  purporting  to  be  such  submission  or  award,  shall  be 
prima-facie  evidence  thereof.  (R.  S.,  4554;  Aug.  19,  1890.) 

In  any  proceeding  relating  to  the  wages,  claims,  or  discharge  of 
a  seaman,  carried  on  before  any  shipping-commissioner,  under  the 
provisions  of  this  Title  [R.  S.,  4501-4613],  such  shipping-commissioner 
may  call  upon  the  owner,  or  his  agent,  or  upon  the  master,  or  any 
mate,  or  any  other  member  of  the  crew,  to  produce  any  log-books, 
papers,  or  other  documents  in  their  possession  or  power,  respectively, 
relating  to  any  matter  in  question  in  such  proceedings,  and  may  call 
before  him  and  examine  any  of  such  persons,  being  then  at  or  near 
the  place,  on  any  such  matter;  and  every  owner,  agent,  master,  mate, 
or  other  member  of  the  crew  who,  when  called  upon  by  the  shipping- 
commissioner,  does  not  produce  any  such  books,  papers,  or  documents, 
if  in  his  possession  or  power,  or  does  not  appear  and  give  evidence, 
shall,  unless  he  shows  some  reasonable  cause  for  such  a  default,  be 
liable  to  a  penalty  of  not  more  than  one  hundred  dollars  for  each 
offense;  and,  on  application  made  by  the  shipping-commissioner,  shall 
be  further  punished,  in  the  discretion  of  the  court,  as  in  other  cases 
of  contempt  of  the  process  of  the  court.  (R.  S.,  4555.) 

Soliciting  lodgers. 

If,  within  twenty-four  hours  after  the  arrival  of  any  vessel  at  any 
port  in  the  United  States,  any  person,  then  being  on  board  such  vessel, 
solicits  any  seaman  to  become  a  lodger  at  the  house  of  any  person  let- 
ting lodgings  for  hire,  or  takes  out  of  such  vessel  any  effects  of  any 
seaman,  except  under  his  personal  direction,  and  with  the  permis- 
sion of  the  master,  he  shall,  for  every  such  offense,  be  punishable 
by  a  fine  of  not  more  than  fifty  dollars,  or  by  imprisonment  for  not 
more  than  three  months.  This  section  shall  apply  to  vessels  of  the 
United  States  engaged  in  the  foreign  trade  and  to  foreign  vessels. 
(R.  5.^4607;  Apr.  13,  1904.) 


LAWS  RELATING  TO  MERCHANT  SEAMEN  271 

Return  of  seamen  from  foreign  ports,  Alaska,  and  insular  ports. 

It  shall  be  the  duty  of  the  consuls,  vice-consuls,  commercial 
agents,  and  vice-commercial  agents,  from  time  to  time,  to  provide 
for  the  seamen  of  the  United  States,  who  may  be  found  destitute 
within  their  districts,  respectively,  sufficient  subsistence  and  passages 
to  some  port  in  the  United  States,  in  the  most  reasonable  manner,  at 
the  expense  of  the  United  States,  subject  to  such  instructions  as 
the  Secretary  of  State  shall  give.  The  seamen  shall,  if  able,  be  bound 
to  do  duty  on  board  the  vessels  in  which  they  may  be  transported, 
according  to  their  several  abilities.  (R.  S.,  4577.) 

Relief  and  protection  of  American  seamen  in  foreign  countries, 
and  shipwrecked  American  seamen  in  the  Territory  of  Alaska,  in  the 
Hawaiian  Islands,  Porto  Rico,  the  Panama  Canal  Zone,  and  the 
Philippine  Islands,  $20,000.  (Mar.  4,  1915.) 

All  masters  of  vessels  of  the  United  States,  and  bound  to  some 
port  of  the  same,  are  required  to  take  such  destitute  seamen  on  board 
their  vessels,  at  the  request  of  consular  officers,  and  to  transport 
them  to  the  port  in  the  United  States  to  which  such  vessel  may  be 
bound,  on  such  terms,  not  exceeding  ten  dollars  for  each  person  for 
voyages  of  not  more  than  thirty  days,  and  not  exceeding  twenty 
dollars  for  each  person  for  longer  voyages,  as  may  be  agreed  between 
the  master  and  the  consular  officer,  when  the  transportation  is  by  a 
sailing  vessel;  and  the  regular  steerage  passenger  rate  not  to  exceed 
two  cents  per  mile  when  the  transportation  is  by  steamer;  and  said 
consular  officer  shall  issue  certificates  for  such  transportation,  which 
certificates  shall  be  assignable  for  collection.  If  any  such  destitute 
seaman  is  so  disabled  or  ill  as  to  be  unable  to  perform  duty,  the 
consular  officer  shall  so  certify  in  the  certificate  of  transportation, 
and  such  additional  compensation  shall  be  paid  as  the  Comptroller  of 
the  Treasury  shall  deem  proper.  Every  such  master  who  refuses 
to  receive  and  transport  such  seamen  on  the  request  or  order  of 
such  consular  officer  shall  be  liable  to  the  United  States  in  a  penalty 
of  one  hundred  dollars  for  each  seaman  so  refused.  The  certificate 
of  any  such  consular  officer,  given  under  his  hand  and  official  seal, 
shall  be  presumptive  evidence  of  such  refusal  in  any  court  of  law  having 
jurisdiction  for  the  recovery  of  the  penalty.  No  master  of  any  vessel 
shall,  however,  be  obliged  to  take  a  greater  number  than  one  man  to 
every  one  hundred  tons  burden  of  the  vessel  on  any  one  voyage,  or 


272  THE  MEN  ON  DECK 

to  take  any  seaman  [having  a  contagious  disease.     (R.  S.,  4578; 
June  26,  1884;  sec.  9;  June  19,  1886;  sec.  18.) 

Whenever  distressed  seamen  of  the  United  States  are  transported 
from  foreign  ports  where  there  is  no  consular  officer  of  the  United 
States,  to  ports  of  the  United  States,  there  shall  be  allowed  to  the  mas- 
ter or  owner  of  each  vessel,  in  which  they  are  transported,  such 
reasonable  compensation,  in  addition  to  the  allowance  now  fixed  by 
law,  as  shall  be  deemed  equitable  by  the  Comptroller  of  the  Treasury. 
(R.  S.,  4579-) 

Effects  of  deceased  seamen. 

Whenever  any  seaman  or  apprentice  belonging  to  or  sent  home 
on  any  merchant  vessel,  whether  a  foreign-going  or  domestic  vessel, 
employed  on  a  voyage  which  is  to  terminate  in  the  United  States, 
dies  during  such  voyage,  the  master  shall  take  charge  of  all  moneys, 
clothes,  and  effects  which  he  leaves  on  board,  and  shall,  if  he  thinks 
fit,  cause  all  or  any  of  such  clothes  and  effects  to  be  sold  by  auction 
at  the  mast  or  other  public  auction,  and  shall  thereupon  sign  an  entry 
in  the  official  log-book,  and  cause  it  to  be  attested  by  the  mate  and 
one  of  the  crew,  containing  the  following  particulars: 

First.  A  statement  of  the  amount  of  money  so  left  by  the  de- 
ceased. 

Second.  In  case  of  a  sale,  a  description  of  each  article  sold,  and 
the  sum  received  for  each. 

Third.  A  statement  of  the  sum  due  to  deceased  as  wages,  and 
the  total  amount  of  deductions,  if  any,  to  be  made  therefrom.  (R.  S., 
45380 

In  cases  embraced  by  the  preceding  section,  the  following  rules 
shall  be  observed: 

First.  If  the  vessel  proceeds  at  once  to  any  port  in  the  United 
States,  the  master  shall,  within  forty-eight  hours  after  his  arrival, 
deliver  any  such  effects  remaining  unsold,  and  pay  any  money 
which  he  has  taken  charge  of,  or  received  from  such  sale,  and  the 
balance  of  wages  due  to  the  deceased,  to  the  shipping-commissioner 
at  the  port  of  destination  in  the  United  States. 

Second.  If  the  vessel  touches  and  remains  at  some  foreign  port 
before  coming  to  any  port  in  the  United  States,  the  master  shall 
report  the  case  to  the  United  States  consular  officer  there,  and  shall 
give  to  such  officer  any  information  he  requires  as  to  the  destina- 


LAWS  RELATING  TO  MERCHANT  SEAMEN  273 

tion  of  the  vessel  and  probable  length  of  the  voyage;  and  such  officer 
may,  if  he  considers  it  expedient  so  to  do,  require  the  effects, 
money,  and  wages  to  be  delivered  and  paid  to  him,  and  shall, 
upon  such  delivery  and  payment,  give  to  the  master  a  receipt; 
and  the  master  shall  within  forty-eight  hou~s  after  his  arrival  at  his 
port  of  destination  in  the  United  States  produce  the  same  to  the 
shipping-commissioner  there.  Such  consular  officer  shall,  in  any  such 
case,  indorse  and  certify  upon  the  agreement  with  the  crew  the  par- 
ticulars with  respect  to  such  delivery  and  payment. 

Third.  If  the  consular  officer  does  not  require  such  payment  and 
delivery  to  be  made  to  him,  the  master  shall  take  charge  of  the  effects, 
money,  and  wages,  and  shall,  within  forty-eight  hours  after  his 
arrival  at  his  port  of  destination  in  the  United  States,  deliver  and  pay 
the  same  to  the  shipping-commissioner  there. 

Fourth.  The  master  shall,  in  all  cases  in  which  any  seaman  or 
apprentice  dies  during  the  voyage  or  engagement,  give  to  such 
officer  or  shipping-commissioner  an  account,  in  such  form  as  they 
may  respectively  require,  of  the  effects,  money,  £nd  wages  so  to  be 
delivered  and  paid;  and  no  deductions  claimed  in  such  account 
shall  be  allowed  unless  verified  by  an  entry  in  the  official  log-book, 
if  there  be  any;  and  by  such  other  vouchers,  if  any,  as  may  be  reason- 
ably required  by  the  officer  or  shipping-commissioner  to  whom  the 
account  is  rendered. 

Fifth.  Upon  due  compliance  with  such  of  the  provisions  of  this 
section  as  relate  to  acts  to  be  done  at  the  port  of  destination  in  the 
United  States,  the  shipping-commissioner  shall  grant  to  the  master 
a  certificate  to  that  effect.  No  officer  of  customs  shall  clear  any 
foreign-going  vessel  without  the  production  of  such  certificate. 
(R.  S.,  4S39-) 

Whenever  any  master  fails  to  take  such  charge  of  the  money  or 
other  effects  of  a  seaman  or  apprentice  during  a  voyage,  or  to  make 
such  entries  in  respect  thereof,  or  to  procure  such  attestation  to  such 
entries,  or  to  make  such  payment  or  delivery  of  any  money,  wages, 
or  effects  of  any  seaman  or  apprentice  dying  during  a  voyage,  or  to 
give  such  account  in  respect  thereof  as  is  above  directed,  he  shall  be 
accountable  for  the  money,  wages,  and  effects  of  the  seaman  or 
apprentice  to  the  district  court  in  whose  jurisdiction  such  port  of 
destination  is  situate,  and  shall  pay  and  deliver  the  same  accordingly; 
and  he  shall,  in  addition,  for  every  such  offense,  be  liable  to  a  penalty 


274  THE  MEN  ON  DECK 

of  not  more  than  treble  the  value  of  the  money  or  effects,  or,  if  such 
value  is  not  ascertained,  not  more  than  two  hundred  dollars;  and 
if  any  such  money,  wages,  or  effects  are  not  duly  paid,  delivered 
and  accounted  for  by  the  master,  the  owner  of  the  vessel  shall  pay, 
deliver,  and  account  for  the  same,  and  such  money  and  wages  and 
the  value  of  such  effects  shall  be  recoverable  from  him  accordingly; 
and  if  he  fails  to  account  for  and  pay  the  same,  he  shall,  in  addition 
to  his  liability  for  the  money  and  value,  be  liable  to  the  same  penalty 
which  is  incurred  by  the  master  for  a  like  offense;  and  all  money, 
wages,  and  effects  of  any  seaman  or  apprentice  dying  during  a  voyage 
shall  be  recoverable  in  the  courts  and  by  the  modes  of  proceeding 
by  which  seaman  are  enabled  to  recover  wages  due  to  them.  (R.  S., 
4540.) 

Whenever  any  such  seaman  or  apprentice  dies  at  any  place  out 
of  the  United  States,  leaving  any  money  or  effects  not  on  board  of 
his  vessel,  the  consular  officer  of  the  United  States  at  or  nearest  the 
place  shall  claim  and  take  charge  of  such  money  and  effects,  and  shall, 
if  he  thinks  fit,  sell  all  or  any  of  such  effects,  or  any  effects  of  any 
deceased  seaman  or  apprentice  delivered  to  him  under  the  pro- 
visions of  this  Title  [R.  Sv  4501-4613],  and  shall  quarterly  remit 
to  the  district  court  for  the  district  embracing  the  port  from  which 
such  vessel  sailed,  or  the  port  where  the  voyage  terminates,  all  moneys 
belonging  to  or  arising  from  the  sale  of  the  effects  or  paid  as  the  wages 
of  any  deceased  seamen  or  apprentices  which  have  come  to  his 
hands;  and  shall  render  such  accounts  thereof  as  the  circuit  court 
requires.  (R.  S.,  4541;  Mar.  3,  1897;  sec.  4.) 

Whenever  any  seaman  or  apprentice  dies  in  the  United  States, 
and  is,  at  the  time  of  his  death,  entitled  to  claim  from  the  master 
or  owner  of  any  vessel  in  which  he  has  served,  any  unpaid  wages 
or  effects,  such  master  or  owner  shall  pay  and  deliver,  or  account  for 
the  same,  to  the  shipping-commissioner  at  the  port  where  the  seaman 
or  apprentice  was  discharged,  or  was  to  have  been  discharged,  or 
where  he  died.  (R.  S.,  4542;  Mar.  3,  1897;  sec.  6.) 

Every  shipping-commissioner  in  the  United  States  shall,  within 
one  week  from  the  date  of  receiving  any  such  money,  wages,  or  effects 
of  any  deceased  seaman  or  apprentice,  pay,  remit,  or  deliver  to  the 
district  court  of  the  district  in  which  he  resides,  the  money,  wages, 
or  effects,  subject  to  such  deductions  as  may  t>e  allowed  by  the  dis- 


LAWS  RELATING  TO  MERCHANT  SEAMEN  275 

trict  court  for  expenses  incurred  in  respect  to  such  money  and  effects; 
and  should  any  commissioner  fail  to  pay,  remit,  and  deliver  the  same 
to  the  district  court,  within  the  time  hereinbefore  mentioned,  he  shall 
incur  a  penalty  of  not  more  than  treble  the  value  of  such  money  and 
effects.  (R.  S.,  4543-) 

If  the  money  and  effects  of  any  seaman  or  apprentice  paid, 
remitted,  or  delivered  to  the  district  court,  including  the  moneys 
received  for  any  part  of  his  effects  which  have  been  sold,  either  before 
delivery  to  the  district  court,  or  by  its  directions,  do  not  exceed  in 
value  the  sum  of  three  hundred  dollars,  then,  subject  to  the  provisions 
hereinafter  contained,  and  to  all  such  deductions  for  expenses  in- 
curred in  respect  to  the  seaman  or  apprentice,  or  of  his  money  and 
effects,  as  the  said  court  thinks  fit  to  allow,  the  court  may  pay  and 
deliver  the  said  money  and  effects  to  any  claimants  who  can  prove 
themselves  either  to  be  his  widow  or  children,  or  to  be  entitled  to 
the  effects  of  the  deceased  under  his  will,  or  under  any  statute,  or  at 
common  law,  or  to  be  entitled  to  procure  probate,  or  take  out  letters 
of  administration  or  confirmation,  although  no  probate  or  letters  of 
administration  or  confirmation  have  been  taken  out,  and  shall  be 
thereby  discharged  from  all  further  liability  in  respect  of  the  money 
and  effects  so  paid  and  delivered;  or  may,  if  he  thinks  fit  so  to  do, 
require  probate,  or  letters  of  administration  or  confirmation,  to  be 
taken  out,  and  thereupon  pay  and  deliver  the  said  money  and  effects 
to  the  legal  personal  representatives  of  the  deceased;  and  if  such 
money  and  effects  exceed  in  value  the  sum  of  three  hundred  dollars, 
then,  subject  to  deduction  for  expenses,  the  court  shall  pay  and 
deliver  the  same  to  the  legal  personal  representatives  of  the  de- 
ceased. (R.  S.,  4544-) 

A  district  court,  in  its  discretion,  may  at  any  time  direct  the  sale 
of  the  whole  or  any  part  of  the  effects  of  a  deceased  seaman  or  appren- 
tice, which  it  has  received  or  may  hereafter  receive,  and  shall  hold 
the  proceeds  of  such  sale  as  the  wages  of  deceased  seamen  are  held. 
When  no  claim  to  the  wages  or  effects  or  proceeds  of  the  sale  of  the 
effects  of  a  deceased  seaman  or  apprentice,  received  by  a  district 
court,  is  substantiated  within  six  years  after  the  receipt  thereof  by 
the  court,  it  shall  be  in  the  absolute  discretion  of  the  court,  if  any  sub- 
sequent claim  is  made,  either  to  allow  or  refuse  the  same.  •Such 
courts  shall,  from  time  to  time,  pay  any  moneys  arising  from  the  un- 
claimed wages  and  effects  of  deceased  seamen,  which  in  their  opinion 


276  THE  MEN  ON  DECK 

it  is  not  necessary  to  retain  for  the  purpose  of  satisfying  claims, 
into  the  Treasury  of  the  United  States,  and  such  moneys  shall  form 
a  fund  for,  and  be  appropriated  to,  the  relief  of  sick  and  disabled 
and  destitute  seamen  belonging  to  the  United  States  merchant  marine 
service.  (R.  S.,  4545;  Mar.  3,  1897;  sec.  7.) 

Sick  and  disabled  seamen. 

The  President  is  authorized  to  receive  donations  of  real  or  per- 
sonal property,  in  the  name  of  the  United  States,  for  the  erection  or 
support  of  hospitals  for  sick  and  disabled  seamen.  (R.  S.,  4801.) 

The  term  "  seaman,"  wherever  employed  in  legislation  relating 
to  the  marine-hospital  service,  shall  be  held  to  include  any  person 
employed  on  board  in  the  care,  preservation,  or  navigation  of  any 
vessel,  or  in  the  service,  on  board,  of  those  engaged  in  such  care, 
preservation,  or  navigation.  (Mar.  3,  1875;  sec.  3.) 

No  person  employed  in  or  connected  with  the  navigation,  man- 
agement, or  use  of  canal-boats  engaged  in  the  coasting-trade  shall 
by  reason  thereof  be  entitled  to  any  benefit  or  relief  from  the  marine- 
hospital  fund.  (R.  S.,  4804.) 

Sick  and  disabled  seamen  of  foreign  vessels  and  of  vessels  [not 
subject  to  hospital-dues]  may  be  cared  for  by  the  marine-hospital 
service  at  such  rates  and  under  such  regulations  as  the  Secretary  of 
the  Treasury  may  prescribe.  (Mar.  3,  1875;  sec-  6.) 

Sick  foreign  seamen  may  be  admitted  to  the  marine  hospitals 
within  the  United  States,  if  it  can  with  convenience  be  done,  on  the 
application  of  the  master  of  any  foreign  vessel  to  which  any  such 
seaman  may  belong.  Each  seaman  so  admitted  shall  be  subject 
to  a  charge  of  [seventy-five  cents]  per  day  for  each  day  he  may  remain 
in  the  hospital,  which  shall  be  paid  by  the  master  of  such  foreign 
vessel  to  the  collector  of  the  collection-district  in  which  such  hospital 
is  situated.  And  the  collector  shall  not  grant  a  clearance  to  any 
foreign  vessel  until  the  money  so  due  from  her  master  shall  be  paid. 
The  officer  in  charge  of  each  hospital  is  hereby  directed,  under  pen- 
alty of  fifty  dollars,  to  make  out  the  accounts' against  each  foreign 
seaman  that  may  be  placed  in  the  hospital  under  his  direction,  and 
render  the  same  to  the  collector.  (R.  S.,  4805;  Mar.  3,  1875; 
sec.  6.) 


LAWS  RELATING  TO  MERCHANT  SEAMEN  277 

Insane  patients  of  said  [marine  hospital]  service  shall  be  admitted 
into  the  Government  Hospital  for  the  Insane  upon  the  order  of  the 
Secretary  of  the  Treasury,  and  shall  be  cared  for  therein  until  cured 
or  until  removed  by  the  same  authority;  and  the  charge  for  each  such 
patient  shall  not  exceed  four  dollars  and  fifty  cents  a  week,  which 
charge  shall  be  paid  out  of  the  marine-hospital  fund.  (Mar.  3,  1875; 
sec.  5.) 

The  privilege  of  admission  to  and  temporary  treatment  in  the 
marine  hospitals  under  the  control  of  the  Government  of  the  United 
States  be,  and  is  hereby,  extended  to  the  keepers  and  crews  of  the 
Life-Saving  Service  under  the  same  rules  and  regulations  as  those 
governing  sailors  and  seamen,  and  for  the  purposes  of  this  Act  mem- 
bers of  the  Life-Saving  Service  shall  be  received  in  said  hospitals 
and  treated  therein,  and  at  the  dispensaries  thereof,  as  are  seamen 
of  American  registered  vessels;  but  this  Act  shall  not  be  so  con- 
strued as  to  compel  the  establishment  of  hospitals  or  dispensaries 
for  the  benefit  of  said  keepers  and  crews,  nor  as  establishing  a  home 
for  the  same  when  permanently  disabled.  (Aug.  4,  1894.) 

Jurisdiction  over  American  seamen  in  foreign  ports  and  foreign 
seamen  in  American  ports. 

Whenever  it  is  stipulated  by  treaty  or  convention  between  the 
United  States  and  any  foreign  nation  that  the  consul-general,  con- 
suls, vice-consuls,  or  consular  or  commercial  agents  of  each  nation, 
shall  have  exclusive  jurisdiction  of  controversies,  difficulties,  or  dis- 
orders arising  at  sea  or  in  the  waters  or  ports  of  the  other  nation, 
between  the  master  or  officers  and  any  of  the  crew,  or  between 
any  of  the  crew  themselves,  of  any  vessel  belonging  to  the  nation 
represented  by  such  consular  officer,  such  stipulations  shall  be  ex- 
ecuted and  enforced  within  the  jurisdiction  of  the  United  States 
as  hereinafter  declared.  But  before  this  section  shall  take  effect 
as  to  the  vessels  of  any  particular  nation  having  such  treaty  with  the 
United  States,  the  President  shall  be  satisfied  that  similar  provi- 
sions have  been  made  for  the  execution  of  such  treaty  by  the  other 
contracting  party,  and  shall  issue  his  proclamation  to  that  effect, 
declaring  this  section  to  be  in  force  as  to  such  nation.  (R.  S.,  4079.) 

In  all  cases  within  the  purview  of  the  preceding  section  the  consul- 
general,  consul,  or  other  consular  or  commercial  authority  of  such 
foreign  nation  charged  with  the  appropriate  duty  in  the  particular 


278  THE  MEN  ON  DECK 

case,  may  make  application  to  any  court  of  record  of  the  United 
States,  or  to  any  judge  thereof,  or  to  any  commissioner  of  a  district 
court,  setting  forth  that  such  controversy,  difficulty,  or  disorder  has 
arisen,  briefly  stating  the  nature  thereof,  and  when  and  where  the 
same  occurred,  and  exhibiting  a  certified  copy  or  abstract  of  the  ship- 
ping-articles, roll,  or  other  proper  paper  of  the  vessel,  to  the  effect 
that  the  person  in  question  is  of  the  crew  or  ship's  company  of  such 
vessel;  and  further  stating  and  certifying  that  such  person  has 
withdrawn  himself,  or  is  believed  to  be  about  to  withdraw  himself, 
from  the  control  and  discipline  of  the  master  and  officers  of  the  vessel, 
or  that  he  has  refused,  or  is  about  to  refuse,  to  submit  to  and  obey 
the  lawful  jurisdiction  of  such  consular  or  commercial  authority 
in  the  premises;  and  further  stating  and  certifying  that,  to  the 
best  of  the  knowledge  and  belief  of  the  officer  certifying,  such  person 
is  not  a  citizen  of  the  United  States.  Such  application  shall  be  in 
writing  and  duly  authenticated  by  the  consular  or  other  sufficient 
official  seal.  Thereupon  such  court,  judge,  or  commissioner  shall 
issue  his  warrant  for  the  arrest  of  the  person  so  complained  of,  di- 
rected to  the  marshal  of  the  United  States  for  the  appropriate  dis- 
trict, or  in  his  discretion  to  any  person,  being  a  citizen  of  the  United 
States,  whom  he  may  specially  depute  for  the  purpose,  requiring 
such  person  to  be  brought  before  him  for  examination  at  a  certain 
time  and  place.  (R.  S.,  4080;  May  28,  1896.) 

If,  on  such  examination,  it  is  made  to  appear  that  the  person  so 
arrested  is  a  citizen  of  the  United  States,  he  shall  be  forthwith  dis- 
charged from  arrest,  and  shall  be  left  to  the  ordinary  course  of  law. 
But  if  this  is  not  made  to  appear,  and  such  court,  judge,  or  commis- 
sioner finds,  upon  the  papers  hereinbefore  referred  to,  a  sufficient 
prima-facie  case  that  the  matter  concerns  only  the  internal  order 
and  discipline  of  such  foreign  vessels,  or,  whether  in  its  nature  civil 
or  criminal,  does  not  affect  directly  the  execution  of  the  laws  of  the 
United  States,  or  the  rights  and  duties  of  any  citizen  of  the  United 
States,  he  shall  forthwith,  by  his  warrant,  commit  such  person  to 
prison,  where  prisoners  under  sentence  of  a  court  of  the  United 
States  may  be  lawfully  committed,  or,  in  his  discretion,  to  the 
master  or  chief  officer  of  such  foreign  vessel,  to  be  subject  to  the  law- 
ful orders,  control,  and  discipline  of  such  master  or  chief  officer,  and 
to  the  jurisdiction  of  the  consular  or  commercial  authority  of  the 
nation  to  which  such  vessel  belongs,  to  the  exclusion  of  any  authority 


LAWS  RELATING  TO  MERCHANT  SEAMEN  279 

or  jurisdiction  in  the  premises  of  the  United  States  or  any  State 
thereof.  No  person  shall  be  detained  more  than  two  months  after 
his  arrest,  but  at  the  end  of  that  time  shall  be  set  at  liberty  and  shall 
not  again  be  arrested  for  the  same  cause.  The  expenses  of  the  arrest 
and  the  detention  of  the  person  so  arrested  shall  be  paid  by  the 
consular  officer  making  the  application.  (R.  S.,  4081.)  (See 
R.  S.,  5280  as  amended  Mar.  4,  1915.) 

The  district  courts,  and  the  United  States  commissioners,  shall 
have  power  to  carry  into  effect,  according  to  the  true  intent  and  mean- 
ing thereof,  the  award,  or  arbitration,  or  decree  of  any  consul,  vice- 
consul,  or  commercial  agent  of  any  foreign  nation,  made  or  rendered 
by  virtue  of  authority  conferred  on  him  as  such  consul,  vice-consul, 
or  commercial  agent,  to  sit  as  judge  or  arbitrator  in  such  differences 
as  may  arise  between  the  captains  and  crews  of  the  vessels  belonging 
to  the  nation  whose  interests  are  committed  to  his  charge,  application 
for  the  exercise  of  such  power  being  first  made  to  such  court  or 
commissioner  by  petition  of  such  consul,  vice-consul,  or  commercial 
agent.  And  said  courts  and  commissioners  may  issue  all  proper 
remedial  process,  mesne  and  final,  to  carry  into  full  effect  such  award, 
arbitration,  or  decree,  and  to  enforce  obedience  thereto,  by  imprison- 
ment in  the  jail  or  other  place  of  confinement  in  the  district  in  which 
the  United  States  may  lawfully  imprison  any  person  arrested  under 
the  authority  of  the  United  States,  until  such  award,  arbitration,  or 
decree  is  complied  with,  or  the  parties  are  otherwise  discharged  there- 
from, by  the  consent  in  writing  of  such  consul,  vice-consul,  or  com- 
mercial agent,  or  his  successor  in  office,  or  by  the  authority  of  the 
foreign  government  appointing  such  consul,  vice-consul,  or  commer- 
,  cial  agent:  Provided,  however,  That  the  expenses  of  the  said  imprison- 
ment, and  maintenance  of  the  prisoners,  and  the  cost  of  the  proceed- 
ings, shall  be  borne  by  such  foreign  government,  or  by  its  consul, 
vice-consul,  or  commercial  agent  requiring  such  imprisonment.  The 
marshals  of  the  United  States  shall  serve  all  such  process,  and  do  all 
other  acts  necessary  and  proper  to  carry  into  effect  the  premises, 
under  the  authority  of  the  said  courts  and  commissioners.  (R.  S., 
728;  Mar.  3,  1911;  sec.  271.) 

Seamen's  witness  fees. 

There  shall  be  paid  to  each  seaman  or  other  person  who  is  sent 
to  the  United  States  from  any  foreign  port,  station,  sea,  or  ocean, 


280  THE  MEN  ON  DECK 

by  any  United  States  minister,  charge  d'affaires,  consul,  captain,  or 
commander,  to  give  testimony  in  any  criminal  case  depending  in 
any  court  of  the  United  States,  such  compensation,  exclusive  of  sub- 
sistence and  transportation,  as  such  court  may  adjudge  to  be  proper, 
not  exceeding  one  dollar  for  each  day  necessarily  employed  in  such 
voyage,  and  in  arriving  at  the  place  of  examination  or  trial.  In 
fixing  such  compensation,  the  court  shall  take  into  consideration  the 
condition  of  said  seaman  or  witness,  and  whether  his  voyage  has  been 
broken  up,  to  his  injury,  by  his  being  sent  to  the  United  States. 
When  such  seaman  or  person  is  transported  in  an  armed  vessel  of 
the  United  States  no  charge  for  subsistence  or  transportation  shall 
be  allowed.  When  he  is  transported  in  any  other  vessel,  the  compen- 
sation for  his  transportation  and  subsistence,  not  exceeding  in  any 
case  fifty  cents  a  day,  may  be  fixed  by  the  court,  and  shall  be  paid 
to  the  captain  of  said  vessel  accordingly.  (R.  S.  851.) 

Manning  of  merchant  vessels. 

In  all  merchant  vessels  of  the  United  States  of  more  than  one 
hundred  tons  gross,  excepting  those  navigating  rivers,  harbors,  bays, 
or  sounds  exclusively,  the  sailors  shall,  while  at  sea,  be  divided  into 
at  least  two,  and  the  firemen,  oilers,  and  water  tenders  into  at  least 
three  watches,  which  shall  be  kept  on  duty  successively  for  the 
performance  of  ordinary  work  incident  to  the  sailing  and  manage- 
ment of  the  vessel.  The  seamen  shall  not  be  shipped  to  work 
alternately  in  the  fireroom  and  on  deck,  nor  shall  those  shipped  for 
deck  duty  be  required  to  work  in  the  fireroom,  or  vice  versa;  but 
these  provisions  shall  not  limit  either  the  authority  of  the  master 
or  other  officer  or  the  obedience  of  the  seamen  when,  in  the  judgment 
of  the  master  or  other  officer,  the  whole  or  any  part  of  the  crew  are 
needed  for  the  maneuvering  of  the  vessel  or  the  performance  of  work 
necessary  for  the  safety  of  the  vessel  or  her  cargo,  or  for  the  saving 
of  life  aboard  other  vessels  in  jeopardy,  or  when  in  port  or  at  sea 
from  requiring  the  whole  or  any  part  of  the  crew  to  participate  in  the 
performance  of  fire,  lifeboat,  and  other  drills.  While  such  vessel 
is  in  a  safe  harbor  no  seaman  shall  be  required  to  do  any  unnecessary 
work  on  Sundays  or  the  following-named  days:  New  Year's  Day, 
the  Fourth  of  July,  Labor  Day,  Thanksgiving  Day  and  Christmas 
Day,  but  this  shall  not  prevent  the  dispatch  of  a  vessel  on  regular 
schedule  or  when  ready  to  proceed  on  her  voyage.  And  at  all  times 
while  such  vessel  is  in  a  safe  harbor,  nine  hours,  inclusive  of  the  anchor 


LAWS  RELATING  TO  MERCHANT  SEAMEN  281 

watch,  shall  constitute  a  May's  work.  Whenever  the  master  of  any 
vessel  shall  fail  to  comply  with  this  section,  the  seamen  shall  be 
entitled  to  discharge  from  such  vessel  and  to  receive  the  wages  earned. 
But  this  section  shall  not  apply  to  fishing  or  whaling  vessels,  or  yachts. 
(Mar.  4,  1915;  sec.  2.)  (Effective  beginning  Nov.  4,  1915.) 

No  vessel  of  one  hundred  tons  gross  and  upward,  except  those 
navigating  rivers  exclusively  and  the  smaller  inland  lakes  and  except 
as  provided  in  section  one  of  this  Act,  shall  be  permitted  to  depart 
from  any  port  of  the  United  States  unless  she  has  on  board  a  crew  not 
less  than  seventy-five  per  centum  of  which,  in  each  department 
thereof,  are  able  to  understand  any  order  given  by  the  officers  of  such 
vessel,  nor  unless  forty  per  centum  in  the  first  year,  forty-five  per 
centum  in  the  second  year,  fifty  per  centum  in  the  third  year,  fifty- 
five  per  centum  in  the  fourth  year  after  the  passage  of  this  Act,  and 
thereafter  sixty-five  per  centum  of  her  deck  crew,  exclusive  of  licensed 
officers  and  apprentices,  are  of  a  rating  not  less  than  able  seaman. 
Every  person  shall  be  rated  an  able  seaman,  and  qualified  for  service 
as  such  on  the  seas,  who  is  nineteen  years  of  age  or  upward,  and 
has  had  at  least  three  years'  service  on  deck  at  sea  or  on  the  Great 
Lakes,  on  a  vessel  or  vessels  to  which  this  section  applies,  including 
decked  fishing  vessels,  naval  vessels  or  coast  guard  vessels;  and  every 
person  shall  be  rated  an  able  seaman,  and  qualified  to  serve  as  such 
on  the  Great  Lakes  and  on  the  smaller  lakes,  bays  or  sounds,  who  is 
nineteen  years  of  age  or  upward  and  has  had  at  least  eighteen  months' 
service  on  deck  at  sea  or  on  the  Great  Lakes  or  on  the  smaller  lakes, 
bays,  or  sounds,  on  a  vessel  or  vessels  to  which  this  section  applies, 
including  decked  fishing  vessels,  naval  vessels,  or  coast  guard  vessels; 
and  graduates  of  school  ships  approved  by  and  conducted  under 
rules  prescribed  by  the  Secretary  of  Commerce  may  be  rated  able 
seamen  after  twelve  months'  service  at  sea:  Provided,  That  upon  ex- 
amination, under  rules  prescribed  by  the  Department  of  Commerce 
as  to  eyesight,  hearing,  and  physical  condition,  such  persons  or 
graduates  are  found  to  be  competent:  Provided  further,  That  upon 
examination,  under  rules  prescribed  by  the  Department  of  Commerce 
as  to  eyesight,  hearing,  physical  condition,  and  knowledge  of  the 
duties  of  seamanship  a  person  found  competent  may  be  rated  as  able 
seaman  after  having  served  on  deck  twelve  months  at  sea,  or  on  the 
Great  Lakes;  but  seamen  examined  and  rated  able  seamen  under 
this  proviso  shall  not  in  any  case  compose  more  than  one-fourth  of 


282  THE  MEN  ON  DECK 

the  number  of  able  seamen  required  by  this  section  to  be  shipped 
or  employed  upon  any  vessel. 

Any  person  may  make  application  to  any  board  of  local  inspectors 
for  a  certificate  of  service  as  able  seaman,  and  upon  proof  being  made 
to  said  board  by  affidavit  and  examination,  under  rules  approved  by 
the  Secretary  of  Commerce,  showing  the  nationality  and  age  of  the 
applicant  and  the  vessel  or  vessels  on  which  he  has  had  service 
and  that  he  is  entitled  to  such  certificate  under  the  provisions  of 
this  section,  the  board  of  local  inspectors  shall  issue  to  said  applicant 
a  certificate  of  service,  which  shall  be  retained  by  him  and  be  accepted 
as  prima  facie  evidence  of  his  rating  as  an  able  seaman. 

Each  board  of  local  inspectors  shall  keep  a  complete  record  of 
all  certificates  of  service  issued  by  them  and  to  whom  issued  and 
shall  keep  on  file  the  affidavits  upon  which  said  certificates  are 
issued. 

The  collector  of  customs  may,  upon  his  own  motion,  and  shall, 
upon  the  sworn  information  of  any  reputable  citizen  of  the  United 
States  setting  forth  that  this  section  is  not  being  complied  with 
cause  a  muster  of  the  crew  of  any  vessel  to  be  made  to  determine 
the  fact;  and  no  clearance  shall  be  given  to  any  vessel  failing  to 
comply  with  the  provisions  of  this  section:  Provided,  That  the  col- 
lector of  customs  shall  not  be  required  to  cause  such  muster  of  the 
crew  to  be  made  unless  said  sworn  information  has  been  filed  with 
him  for  at  least  six  hours  before  the  vessel  departs,  or  is  scheduled 
to  depart:  Provided  further,  That  any  person  that  shall  knowingly 
make  a  false  affidavit  for  such  purpose  shall  be  deemed  guilty  of  per- 
jury and  upon  conviction  thereof  shall  be  punished  by  a  fine  not 
exceeding  $500  or  by  imprisonment  not  exceeding  one  year,  or  by 
both  such  fine  and  imprisonment,  within  the  discretion  of  the  court. 
Any  violation  of  any  provision  of  this  section  by  the  owner,  master, 
or  officer  in  charge  of  the  vessel  shall  subject  the  owner  of  such  vessel 
to  a  penalty  of  not  less  than  $100  and  not  more  than  $500:  And 
Provided  further,  That  the  Secretary  of  Commerce  shall  make  such 
rules  and  regulations  as  may  be  necessary  to  carry  out  the  provisions 
of  this  section,  and  nothing  herein  shall  be  held  or  construed  to  pre- 
vent the  Board  of  Supervising  Inspectors,  with  the  approval  of  the 
Secretary  of  Commerce,  from  making  rules  and  regulations  authorized 
by  law  as  to  vessels  excluded  from  the  operation  of  this  section. 
(Mar.  4,  1915;  sec.  13.)  (Effective  on  American  vessels  beginning 
Nov.  4,  1915;  on  vessels  of  foreign  nations  not  covered  by  treaties 


LAWS  RELATING  TO  MERCHANT  SEAMEN  283 

Mar.  4,  1916;  on  vessels  of  other  foreign  nations  after  termination 
of  treaties.) 

Undermanning. 

In  case  of  desertion  or  casualty  resulting  in  the  loss  of  one  or  more 
of  the  seamen,  the  master  must  ship,  if  obtainable,  a  number  equal 
to  the  number  of  those  whose  services  he  has  been  deprived  of  by 
desertion  or  casualty,  who  must  be  of  the  same  or  higher  grade  or 
rating  with  those  whose  places  they  fill,  and  report  the  same  to  the 
United  States  consul  at  the  first  port  at  which  he  shall  arrive,  without 
incurring  the  penalty  prescribed  by  the  two  preceding  sections. 
This  section  shall  not  apply  to  fishing  or  whaling  vessels  or  yachts. 
(R.  S.,  4516;  Dec.  21,  1898;  sec.  i;  Mar.  4,  1915;  sec.  i.)  (Effec- 
tive beginning  Nov.  4,  1915.) 

Fellow-servant  clause. 

In  any  suit  to  recover  damages  for  any  injury  sustained  on  board 
vessel  or  in  its  service  seamen  having  command  shall  not  be  held  to 
be  fellow-servants  with  those  under  their  authority.  (Mar.  4,  1915; 
sec.  20.)  (Effective  beginning  Nov.  4,  1915.) 

Unseaworthy  vessels. 

If  any  person  knowingly  sends  or  attempts  to  send  or  is  party  to 
the  sending  or  attempting  to  send  an  American  ship  to  sea,  in  the 
foreign  or  coastwise  trade,  in  such  an  unseaworthy  state  that  the  life 
of  any  person  is  likely  to  be  thereby  endangered,  he  shall,  in  respect 
of  each  offense,  be  guilty  of  a  misdemeanor,  and  shall  be  punished 
by  a  fine  not  to  exceed  one  thousand  dollars  or  by  imprisonment  not 
to  exceed  five  years,  or  both,  at  the  discretion  of  the  court,  unless  he 
proves  that  either  he  used  all  reasonable  means  to  insure  her  being 
sent  to  sea  in  a  seaworthy  state,  or  that  her  going  to  sea  in  an  unsea- 
worthy state  was,  under  circumstances,  reasonable  and  justifiable, 
and  for  the  purposes  of  giving  that  proof  he  may  give  evidence  in 
the  same  manner  as  any  other  witness.  [This  section  shall  not  apply 
to  fishing  or  whaling  vessels  or  yachts. — Dec.  21,  1898,  sec.  26;  Dec. 
2i,  1898;  sec.  ii.] 

War  risk  insurance. 

"  SEC.  30.  That  whenever  it  shall  appear  to  the  Secretary  of  the 
Treasury  that  the  effecting  of  such  insurance  is  desirable  in  the 


284  THE  MEN  ON  DECK 

national  interest  in  the  case  of  vessels  engaged  in  any  trade,  the  owner 
of  every  American  merchant  vessel  engaged  in  such  trade  shall  insure 
the  master,  officers,  and  crew  of  such  vessel  against  loss  of  life  or 
personal  injury  from  war  risks  as  well  as  for  compensation  during 
detention  by  an  enemy  of  the  United  States  following  capture. 

"  Such  insurance  shall  be  effected  either  with  the  Bureau  of  War 
Risk  Insurance  or  in  insurance  companies,  and  on  terms  satisfactory 
to  the  Secretary  of  the  Treasury. 

"  Such  insurance  shall  provide,  and  the  Bureau  of  War  Risk 
Insurance  is  authorized  to  write  policies  so  providing — 

"  (a)  In  case  of  death,  permanent  disability  which  prevents 
the  person  injured  from  performing  any  and  every  kind  of  duty  per- 
taining to  his  occupation,  or  the  loss  of  both  hands,  both  arms, 
both  feet,  both  legs,  or  both  eyes,  or  any  two  thereof,  for  the  payment 
of  an  amount  equivalent  to  one  year's  earnings,  or  to  twelve  times 
the  monthly  earnings  of  the  insured,  as  fixed  in  the  articles  for  the 
voyage  (hereinafter  referred  to  as  the  principal  sum),  but  in  no  case 
shall  such  amount  be  more  than  $5000  or  less  than  $1500; 

"  (b)  In  case  of  any  of  the  following  losses,  for  the  payment  of 
the  percentage  of  the  principal  sum  indicated  in  the  following  tables: 

1  One  hand,  fifty  per  centum; 

'  One  arm,  sixty-five  per  centum; 

1  One  foot,  fifty  per  centum; 

'  One  leg,  sixty-five  per  centum; 

1  One  eye,  forty-five  per  centum; 

1  Total  destruction  of  hearing,  fifty  per  centum; 

'That  the  Bureau  of  War  Risk  Insurance  may  include  in  its 
policy  undertakings  to  pay  specified  percentages  of  the  principal  sum 
for  other  losses  or  disabilities;  and 

"  (c)  In  case  of  detention  by  an  enemy  of  the  United  States, 
following  capture,  for  the  payment  during  the  continuance  of  such 
detention  of  compensation  at  the  same  rate  as  the  earnings  of  the 
insured  immediately  preceding  such  detention,  to  be  determined  in 
substantially  the  same  manner  as  provided  in  subdivision  (a)  of 
this  section. 

"  The  aggregate  payments  under  this  section  in  respect  to  any 
one  person  shall  not  exceed  the  amount  of  the  principal  sum. 

"  Payments  provided  for  in  this  section  shall  be  made  only  to 
the  master,  officer,  or  member  of  the  crew  concerned,  except  that  a 
payment  for  loss  of  life  shall  be  made  to  the  estate  of  the  insured  for 


LAWS  RELATING  TO  MERCHANT  SEAMEN  285 

distribution  to  his  family  free  from  liability  of  debt,  and  payment 
on  account  of  detention  by  an  enemy  following  capture  shall  be 
made  to  dependents  of  the  person  detained,  if  designated  by  him. 

"  No  claim  under  this  section  shall  be  valid  unless  made  by  the 
master,  officer,  or  member  of  the  crew  concerned,  or  his  estate,  or  a 
person  designated  under  this  section,  within  two  years  after  the  date 
on  which  the  President  suspends  the  operations  of  this  Act  in  so 
far  as  it  authorizes  insurance  by  the  United  States." 

"  SEC.  36.  That  in  the  event  of  failure  of  the  owner  of  any  vessel 
to  effect  insurance  of  the  master,  officers,  and  crew  of  such  vessel 
prior  to  sailing,  in  accordance  with  section  three  a  of  this  Act,  the 
Secretary  of  the  Treasury  is  hereby  authorized  to  effect  such  insurance 
with  the  Bureau  of  War  Risk  Insurance  at  the  expense  of  the  owner 
of  such  vessel,  and  the  latter  shall  be  liable  for  such  expense,  and, 
in  addition,  to  a  penalty  of  not  exceeding  $1000.  The  amount  of 
such  premium,  with  interest  and  of  the  penalty  and  of  all  costs, 
shall  be  a  lien  on  the  vessel."  (June  12,  1917.) 


CHAPTER  XXV 
DISCIPLINE  AT  SEA 

Authority,  to  some  minds,  means  oppression  and  injustice; 
people  so  constituted  should  stay  ashore;  a  ship  has  no 
use  for  them — they  simply  cannot  get  along. 

The  orderly  man  lives  his  life  aboard  ship  with  the  greatest 
freedom. 

Discipline  at  sea  is  largely  a  matter  of  common  sense. 
Officers  who  know  their  business  have  very  little  trouble  in 
achieving  perfect  discipline.  The  laws  governing  lack  of 
ability  bear  hard  on  the  man  who  has  shipped  to  do  work 
he  is  not  qualified  for.  The  disturber  has  a  hard  time  when 
handled  by  a  Master  who  knows  the  law  and  his  authority. 

The  laws  relating  to  offenses  on  board  ship  are  appended, 
not  as  guide  to  crime,  but  to  inform  the  seaman  of  the  fact 
that  the  flag  and  the  laws  of  the  land  follow  the  ship  out 
beyond  the  three-mile  limit. 

Some  officers  have  a  way  with  them  that  carries  along 
the  work  of  the  vessel  without  friction  and  with  the  utmost 
amount  of  dispatch.  These  officers  know  their  business 
thoroughly.  They  are  absolutely  just,  which  means  that 
the  slacker  and  malingerer  are  given  the  full  brunt  of  dis- 
approval. The  "  coming  down  "  on  a  loafer,  good  and  hard, 
helps  more  to  bring  forth  respect  for  an  officer  than  anything 
else.  When  this  is  coupled  by  even-handed  justice,  and  a 
human  way  of  doing  things,  such  as  looking  out  for  the  com- 
fort of  their  men,  a  happy  vessel  is  bound  to  be  the  result. 

Seamen  like  nothing  better  than  to  know  that  they  are 
under  officers  who  will  run  things  on  the  level.  It  is  like 
being  under  a  decent  government  that  helps  the  weak  and 

286 


DISCIPLINE  AT  SEA  287 

curbs  the  strong — there  is  a  fascination  to  running  things 
right  that  merchant  officers  should  cultivate. 

Below  are  the  punishments  meted  out  to  those  that  believe 
in  individual  license,  and  who  think  that  the  individual  can 
do  as  he  pleases  without  consulting  the  rest  of  us.  They 
are  wrong,  of  course,  but  most  of  all,  they  are  most  often, 
simply  ignorant. 

Offenses  and  punishments. 

Whenever  any  seaman  who  has  been  lawfully  engaged  or  any 
apprentice  to  the  sea  service  commits  any  of  the  following  offenses, 
he  shall  be  punished  as  follows: 

First.  For  desertion,  by  forfeiture  of  all  or  any  part  of  the  clothes 
or  effects  he  leaves  on  board  and  of  all  or  any  part  of  the  wages  or 
emoluments  which  he  has  then  earned. 

Second.  For  neglecting  or  refusing  without  reasonable  cause  to 
join  his  vessel  or  to  proceed  to  sea  in  his  vessel,  or  for  absence  without 
leave  at  any  time  within  twenty-four  hours  of  the  vessel's  sailing 
from  any  port,  either  at  the  commencement  or  during  the  progress 
of  the  voyage,  or  for  absence  at  any  time  without  leave  and  without 
sufficient  reason  from  his  vessel  and  from  his  duty,  not  amounting 
to  desertion,  by  forfeiture  from  his  wages  of  not  more  than  two  days' 
pay  or  sufficient  to  defray  any  expenses  which  shall  have  been  properly 
incurred  in  hiring  a  substitute. 

Third.  For  quitting  the  vessel  without  leave,  after  her  arrival 
at  the  port  of  her  delivery  and  before  she  is  placed  in  security, 
by  forfeiture  from  his  wages  of  not  more  than  one  month's 
pay. 

Fourth.  For  willful  disobedience  to  any  lawful  command  at  sea, 
by  being,  at  the  option  of  the  master,  placed  in  irons  until  such  dis- 
obedience shall  cease,  and  upon  arrival  in  port  by  forfeiture  from  his 
wages  of  not  more  than  four  days'  pay,  or,  at  the  discretion  of  the 
court,  by  imprisonment  for  not  more  than  one  month. 

Fifth.  For  continued  willful  disobedience  to  lawful  command  or 
continued  willful  neglect  of  duty  at  sea,  by  being,  at  the  option  of 
the  master,  placed  in  irons,  on  bread  and  water,  with  full  rations 
every  fifth  day,  until  such  disobedience  shall  cease,  and  upon  arrival 
in  port  by  forfeiture,  for  every  twenty-four  hours'  continuance  of 
such  disobedience  or  neglect,  of  a  sum  of  not  more  than  twelve  days' 


288  THE  MEN  ON  DECK 

pay,  or  by  imprisonment  for  not  more  than  three  months,  at  the  dis- 
cretion of  the  court. 

Sixth.  For  assaulting  any  master  or  mate,  by  imprisonment  for 
not  more  than  two  years. 

Seventh.  For  willfully  damaging  the  vessel,  or  embezzling  or  will- 
fully damaging  any  of  the  stores  or  cargo,  by  forfeiture  out  of  his 
wages  of  a  sum  equal  in  amount  to  the  loss  thereby  sustained,  and 
also,  at  the  discretion  of  the  court,  by  imprisonment  for  not  more 
than  twelve  months. 

Eighth.  For  any  act  of  smuggling  for  which  he  is  convicted  and 
whereby  loss  or  damage  is  occasioned  to  the  master  or  owner,  he  shall 
be  liable  to  pay  such  master  or  owner  such  a  sum  as  is  sufficient  to 
reimburse  the  master  or  owner  for  such  loss  or  damage,  and  the  whole 
or  any  part  of  his  wages  may  be  retained  in  satisfaction  or  on  account 
of  such  liability,  and  he  shall  be  liable  to  imprisonment  for  a  period 
of  not  more  than  twelve  months.  (R.  S.,  4596;  Dec.  21,  1898; 
sec.  19;  Mar.  4,  1915;  sec.  7.)  (Effective  beginning  Nov.  4,  1915.) 

Upon  the  commission  of  any  of  the  offenses  enumerated  in  the 
preceding  section  an  entry  thereof  shall  be  made  in  the  official  log 
book  on  the  day  on  which  the  offense  was  committed,  and  shall  be 
signed  by  the  master  and  by  the  mate  or  one  of  the  crew;  and  the 
offender,  if  still  in  the  vessel,  shall,  before  her  next  arrival  at  any 
port,  or,  if  she  is  at  the  time  in  port,  before  her  departure  therefrom, 
be  furnished  with  a  copy  of  such  entry,  and  have  the  same  read  over 
distinctly  and  audibly  to  him,  and  may  thereupon  make  such  a  reply 
thereto  as  he  thinks  fit;  and  a  statement  that  a  copy  of  the  entry 
has  been  so  furnished,  or  the  same  has  been  so  read  over,  together 
with  his  reply,  if  any,  made  by  the  offender,  shall  likewise  be  entered 
and  signed  in  the  same  manner.  In  any  subsequent  legal  proceedings 
the  entries  hereinbefore  required  shall,  if  practicable,  be  produced 
or  proved,  and  in  default  of  such  production  of  proof  the  court 
hearing  the  case  may,  at  its  discretion,  refuse  to  receive  evidence  of 
the  offense.  (R.  S.,  4597;  Dec.  21,  1898;  sec.  20.) 

All  clothes,  effects,  and  wages  which,  under  the  provisions  of  this 
Title  [R.  S.,  4501-4613],  are  forfeited  for  desertion,  shall  be  applied, 
in  the  first  instance,  in  payment  of  the  expenses  occasioned  by  such 
desertion,  to  the  master  or  owner  of  the  vessel  from  which  the  deser- 
tion has  taken  place,  and  the  balance,  if  any,  shall  be  paid  by  the 


DISCIPLINE  AT  SEA  289 

master  or  owner  to  any  shipping-commissioner  resident  at  the  port 
at  which  the  voyage  of  such  vessel  terminates;  and  the  shipping- 
commissioner  shall  account  for  and  pay  over  such  balance  to  the  judge 
of  the  district  court  within  one  month  after  the  commissioner  receives 
the  same,  to  be  disposed  of  by  him  in  the  same  manner  as  is  pre- 
scribed for  the  disposal  of  the  money,  effects,  and  wages  of  deceased 
seamen.  Whenever  any  master  or  owner  neglects  or  refuses  to  pay 
over  to  the  shipping-commissioner  such  balance,  he  shall  be  liable 
to  a  penalty  of  double  the  amount  thereof,  recoverable  by  the  com- 
missioner in  the  same  manner  that  seamen's  wages  are  recovered. 
In  all  other  cases  of  forfeiture  of  wages,  the  forfeiture  shall  be  for 
the  benefit  of  the  master  or  owner  by  whom  the  wages  are  payable. 
(R.  S,  4604.) 

Any  master  of,  or  any  seaman  or  apprentice  belonging  to,  any 
merchant  vessel,  who,  by  willful  breach  of  duty,  or  by  reason  of  drunk- 
enness, does  any  act  tending  to  the  immediate  loss  or  destruction 
of,  or  serious  damage  to  such  vessel,  or  tending  immediately  to  en- 
danger the  life  or  limb  of  any  person  belonging  to  or  on  board  of  such 
vessel;  or  who,  by  willful  breach  of  duty,  or  by  neglect  of  duty,  or 
by  reason  of  drunkenness,  refuses  or  omits  to  do  any  lawful  act  proper 
and  requisite  to  be  done  by  him  for  preserving  such  vessel  from  im- 
mediate loss,  destruction,  or  serious  damage,  or  for  preserving  any 
person  belonging  to  or  on  board  of  such  ship  from  immediate  danger 
to  life  or  limb,  shall,  for  every  such  offense,  be  deemed  guilty  of  a 
misdemeanor,  punishable  by  imprisonment  for  not  more  than  twelve 
months.  (R.  S.,  4602.) 

Sheath  knives  not  allowed. 

No  seaman  in  the  merchant-service  shall  wear  any  sheath-knife  on 
shipboard.  It  shall  be  the  duty  of  the  master  of  any  vessel  regis- 
tered, enrolled,  or  licensed  under  the  laws  of  the  United  States,  and 
of  the  person  entering  into  contract  for  the  employment  of  a  seaman 
upon  any  such  vessel,  to  inform  every  person  offering  to  ship  himself 
of  the  provisions  of  this  section,  and  to  require  his  compliance  there- 
with, under  a  penalty  of  fifty  dollars  for  each  omission,  to  be  sued 
for  and  recovered  in  the  name  of  the  United  States,  under  the  direc- 
tion of  the  Secretary  of  Commerce;  one  half  for  the  benefit  of  the 
informer,  and  the  other  half  for  the  benefit  of  the  fund  for  the  relief 
of  sick  and  disabled  seamen.  (R.  S.  4608;  Feb.  14,  1903;  sec.  10.) 


290  THE  MEN  ON  DECK 

Corporal  punishment  prohibited. 

Flogging  and  all  other  forms  of  corporal  punishment  are  hereby 
prohibited  on  board  of  any  vessel,  and  no  form  of  corporal  punish- 
ment on  board  of  any  vessel  shall  be  deemed  justifiable,  and  any 
master  or  other  officer  thereof  who  shall  violate  the  aforesaid  pro- 
visions of  this  section,  or  either  thereof,  shall  be  deemed  guilty  of  a 
misdemeanor,  punishable  by  imprisonment  for  not  less  than  three 
months  nor  more  than  two  years.  Whenever  any  officer  other  than 
the  master  of  such  vessel  shall  violate  any  provision  of  this  section, 
it  shall  be  the  duty  of  such  master  to  surrender  such  officer  to  the 
proper  authorities  as  soon  as  practicable,  provided  he  has  actual 
knowledge  of  the  misdemeanor,  or  complaint  thereof  is  made  within 
three  days  after  reaching  port.  Any  failure  on  the  part  of  such 
master  to  use  due  diligence  to  comply  herewith,  which  failure  shall 
result  in  the  escape  of  such  officer,  shall  render  the  master  or  vessel 
or  the  owner  of  the  vessel  liable  in  damages  for  such  flogging  or  cor- 
poral punishment  to  the  person  illegally  punished  by  such  officer. 
(R.  S.,  4611;  Dec.  21,  1898;  sec.  22;  Mar.  4,  1915;  sec.  9.)  (Effec- 
tive beginning  Nov.  4,  1915.) 

Procedure. 

All  penalties  and  forfeitures  imposed  by  this  Title  [R.  S.,  4501- 
4613],  for  the  recovery  whereof  no  specific  mode  is  hereinbefore  pro- 
vided, may  be  recovered,  with  costs,  in  any  district  court  of  the 
United  States,  at  the  suit  of  any  district  attorney  of  the  United  States, 
or  at  the  suit  of  any  person  by  information  to  any  district  attorney 
in  any  port  of  the  United  States,  where  or  near  to  where  the  offense  is 
committed  or  the  offender  is  found;  and  if  a  conviction  is  had,  and 
the  sum  imposed  as  a  penalty  by  the  court  is  not  paid  either  imme- 
diately after  the  conviction,  or  within  such  period  as  the  court  at  the 
time  of  the  conviction  appoints,  it  shall  be  lawful  for  the  court  to 
commit  the  offender  to  prison,  there  to  be  imprisoned  for  the  term 
hereinbefore  provided  in  case  of  such  offense,  the  commitment  to  be 
terminable  upon  payment  of  the  amount  and  costs;  and  all  penalties 
and  forfeitures  mentioned  in  this  Title  for  which  no  special  applica- 
tion is  provided,  shall,  when  recovered,  be  paid  and  applied  in 
manner  following:  So  much  as  the  court  shall  determine,  and  the 
residue  shall  be  paid  to  the  court  and  be  remitted  from  time  to  time, 
by  order  of  the  judge,  to  the  Treasury  of  the  United  States,  and 
appropriated  as  provided  for  in  section  forty-five  hundred  and  forty- 


DISCIPLINE  AT  SEA  291 

five:  Provided  always,  That  it  shall  be  lawful  for  the  court  before 
which  any  proceeding  shall  be  instituted  for  the  recovery  of  any 
pecuniary  penalty  imposed  by  this  act,  to  mitigate  or  reduce  such 
penalty  as  to  such  court  shall  appear  just  and  reasonable;  but  no 
such  penalty  shall  be  reduced  to  less  than  one-third  of  its  original 
amount:  Provided  also,  That  all  proceedings  so  to  be  instituted  shall 
be  commenced  within  two  years  next  after  the  commission  of  the 
offense,  if  the  same  shall  have  been  committed  at  or  beyond  the 
Cape  of  Good  Hope  or  Cape  Horn,  or  within  one  year  if  committed 
elsewhere,  or  within  two  months  after  the  return  of  the  offender  and 
the  complaining  party  to  the  United  States;  and  there  shall  be  no 
appeal  from  any  decision  of  any  of  the  district  courts,  unless  the 
amount  sued  for  exceeds  the  sum  of  five  hundred  dollars.  (R.  S., 
4610.) 

CRIMES 
Place  of  trial. 

The  trial  of  all  offenses  committed  upon  the  high  seas  or  else- 
where, out  of  the  jurisdiction  of  any  particular  State  or  district,  shall 
be  in  the  district  where  the  offender  is  found,  or  into  which  he  is  first 
brought. 

When  any  offense  against  the  United  States  is  begun  in  one 
judicial  district  and  completed  in  another,  it  shall  be  deemed  to  have 
been  committed  in  either,  and  may  be  dealt  with,  inquired  of,  tried, 
determined,  and  punished  in  either  district,  in  the  same  manner  as 
if  it  had  been  actually  and  wholly  committed  therein. 

All  pecuniary  penalties  and  forfeitures  may  be  used  for  and 
recovered  either  in  the  district  where  they  accrue  or  in  the  district 
where  the  offender  is  found. 

The  crimes  and  offenses  defined  in  this  chapter  shall  be  punished 
as  herein  prescribed: 

First.  When  committed  upon  the  high  seas,  or  on  any  other 
waters  within  the  admiralty  and  maritime  jurisdiction  of  the  United 
States  and  out  of  the  jurisdiction  of  any  particular  State,  or  when 
committed  within  the  admiralty  and  maritime  jurisdiction  of  the 
United  States  and  out  of  the  jurisdiction  of  any  particular  State  on 
board  any  vessel  belonging  in  whole  or  in  part  to  the  United  States 
or  any  citizen  thereof,  or  to  any  corporation  created  by  or  under  the 
laws  of  the  United  States,  or  of  any  State,  Territory,  or  District 
thereof. 


292  THE  MEN  ON  DECK 

Second.  When  committed  upon  any  vessel  registered,  licensed, 
or  enrolled  under  the  laws  of  the  United  States,  and  being  on  a  voyage 
upon  the  waters  of  any  of  the  Great  Lakes,  namely:  Lake  Superior, 
Lake  Michigan,  Lake  Huron,  Lake  Saint  Clair,  Lake  Erie,  Lake 
Ontario,  or  any  of  the  waters  connecting  any  of  said  lakes,  or  upon 
the  River  Saint  Lawrence  where  the  same  constitutes  the  Inter- 
national boundary  line. 

Third.  When  committed  within  or  on  any  lands  reserved  or 
acquired  for  the  exclusive  use  of  the  United  States,  and  under  the 
exclusive  jurisdiction  thereof,  or  any  place  purchased  or  otherwise 
acquired  by  the  United  States  by  consent  of  the  legislature  of  the 
State  in  which  the  same  shall  be,  for  the  erection  of  a  fort,  magazine, 
arsenal,  dockyard,  or  other  needful  building. 

Fourth.  On  any  island,  rock,  or  key,  containing  deposits  of  guano, 
which  may,  at  the  discretion  of  the  President,  be  considered  as 
appertaining  to  the  United  States.  (R.  S.,  730;  Mar.  3,  1911;  sec. 
42;  sec.  43;  Mar.  4,  1909;  sec.  272;  Repeals  R.  S.,  5339.) 

Murder. 

Murder  is  the  unlawful  killing  of  a  human  being  with  malice 
aforethought.  Every  murder  prepetrated  by  poison,  lying  in  wait, 
or  any  other  kind  of  willful,  deliberate,  malicious,  and  premeditated 
killing;  or  committed  hi  the  perpetration  of,  or  attempt  to  perpetrate, 
any  arson,  rape,  burglary,  or  robbery;  or  perpetrated  from  a  pre- 
meditated design  unlawfully  and  maliciously  to  effect  the  death  of 
any  human  being  other  than  him  who  is  killed,  is  murder  in  the  first 
degree.  Any  other  murder  is  murder  in  the  second  degree.  (Sec. 
273-) 

Manslaughter. 

Manslaughter  is  the  unlawful  killing  of  a  human  being  without 
malice.  It  is  of  two  kinds: 

First.  Voluntary — Upon  a  sudden  quarrel  or  heat  of  passion. 

Second.  Involuntary — In  the  commission  of  an  unlawful  act 
not  amounting  to  a  felony,  or  in  the  commission  of  a  lawful  act 
which  might  produce  death,  in  an  unlawful  manner,  or  without  due 
caution  and  circumspection. 

Every  person  guilty  of  murder  in  the  first  degree  shall  suffer 
death.  Every  person  guilty  of  murder  in  the  second  degree  shall  be 
imprisoned  not  less  than  ten  years  and  may  be  imprisoned  for  life. 


DISCIPLINE  AT  SEA  293 

Every  person  guilty  of  voluntary  manslaughter  shall  be  imprisoned 
not  more  than  ten  years.  Every  person  guilty  of  involuntary  man- 
slaughter shall  be  imprisoned  not  more  than  three  years,  or  fined 
not  exceeding  one  thousand  dollars,  or  both.  (Sec.  274;  Repeals 
R.  S.,  5341;  sec.  275;  Repeals  R.  S.,  5340,  5343.) 

Assault.     . 

Whoever  shall  assault  another  with  intent  to  commit  murder, 
or  rape,  shall  be  imprisoned  not  more  than  twenty  years.  Whoever 
shall  assault  another  with  intent  to  commit  any  felony,  except  murder, 
or  rape,  shall  be  fined  not  more  than  three  thousand  dollars,  or 
imprisoned  not  more  than  ten  years,  or  both.  Whoever,  with  intent 
to  do  bodily  harm,  and  without  just  cause  or  excuse,  shall  assault 
another  with  a  dangerous  weapon,  instrument,  or  other  thing,  shall 
be  fined  not  more  than  one  thousand  dollars,  or  imprisoned  not  more 
than  five  years,  or  both.  Whoever  shall  unlawfully  strike,  beat, 
or  wound  another,  shall  be  fined  not  more  than  five  hundred  dollars, 
or  imprisoned  not  more  than  six  months,  or  both.  Whoever  shall 
unlawfully  assault  another,  shall  be  fined  not  more  than  three  hundred 
dollars,  or  imprisoned  not  more  than  three  months,  or  both. 

Whoever  shall  attempt  to  commit  murder  or  manslaughter, 
except  as  provided  in  the  preceding  section,  shall  be  fined  not  more 
than  one  thousand  dollars  and  imprisoned  not  more  than  three  years. 
(Sec.  276;  Repeals  R.  S.,  5345,  5346;  sec.  277;  Repeals  R.  S.,  5342.) 

Rape.   . 

Whoever  shall  commit  the  crime  of  rape  shall  suffer  death. 

Whoever  shall  carnally  and  unlawfully  know  any  female  under 
the  age  of  sixteen  years,  or  shall  be  accessory  to  such  carnal  and 
unlawful  knowledge  before  the  fact,  shall,  for  a  first  offense,  be  im- 
prisoned not  more  than  fifteen  years,  and  for  a  subsequent  offense 
be  imprisoned  not  more  than  thirty  years.  (Sec.  278;  Repeals  R.  S., 
5345;  sec.  279.) 

Seduction. 

Every  master,  officer,  seaman,  or  other  person  employed  on  board 
of  any  American  vessel  who,  during  the  voyage  under  promise  of 
marriage,  or  by  threats,  or  the  exercise  of  authority,  or  solicitation, 
or  the  making  of  gifts  or  presents,  seduces  and  has  illicit  connection 
with  any  female  passenger,  shall  be  fined  not  more  than  one  thousand 


294  THE  MEN  ON  DECK 

dollars,  or  imprisoned  not  more  than  one  year,  or  both;  but  sub- 
sequent intermarriage  of  the  parties  may  be  pleaded  in  bar  of  con- 
viction. 

When  a  person  is  convicted  of  a  violation  of  the  section  last 
preceding,  the  court  may,  in  its  discretion,  direct  that  the  amount 
of  the  fine,  when  paid,  be  paid  for  the  use  of  the  female  seduced,  or 
her  child,  if  she  have  any;  but  no  conviction  shall  be  had  on  the  testi- 
mony of  the  female  seduced,  without  other  evidence,  nor  unless  the 
indictment  is  found  within  one  year  after  the  arrival  of  the  vessel 
on  which  the  offense  was  committed  at  the  port  of  its  destination. 
(Sec.  280;  Repeals  R.  S,,  5349;  sec.  281;  Repeals  R.  S.,  5350,  5351.) 

Death  from  negligence,  misconduct,  etc. 

Every  captain,  engineer,  pilot,  or  other  person  employed  on  any 
steamboat  or  vessel,  by  whose  misconduct,  negligence,  or  inattention 
to  his  duties  on  such  vessel  the  life  of  any  person  is  destroyed,  and 
every  owner,  charterer,  inspector,  or  other  public  officer,  through 
whose  fraud,  neglect,  connivance,  misconduct,  or  violation  of  law  the 
life  of  any  person  is  destroyed,  shall  be  fined  not  more  than  ten  thou- 
sand dollars,  or  imprisoned  not  more  than  ten  years,  or  both:  Pro- 
vided, That  when  the  owner  or  charterer  of  any  steamboat  or  vessel 
shall  be  a  corporation,  any  executive  officer  of  such  corporation, 
for  the  time  being  actually  charged  with  the  control  and  manage- 
ment of  the  operation,  equipment,  or  navigation  of  such  steam- 
boat or  vessel,  who  has  knowingly  and  willfully  caused  or  allowed 
such  fraud,  neglect,  connivance,  misconduct,  or  violation  of  law,  by 
which  the  life  of  any  person  is  destroyed,  shall  be  fined  not  more  than 
ten  thousand  dollars,  or  imprisoned  not  more  than  ten  years,  or 
both.  (Sec.  282;  Repeals  R.  S.,  5344,  and  act  Mar.  3, 1905;  sec.  5.) 

Mayhem. 

Whoever,  with  intent  to  maim  or  disfigure,  shall  cut,  bite,  or 
slit,  the  nose,  ear,  or  lip,  or  cut  out  or  disable  the  tongue,  or  put 
out  or  destroy  an  eye,  or  cut  off  or  disable  a  limb  or  any  member  of 
another  person;  or  whoever,  with  like  intent,  shall  throw  or  pour 
upon  another  person,  any  scalding  hot  water,  vitriol,  or  other  corrosive 
acid,  or  caustic  substance  whatever,  shall  be  fined  not  more  than 
one  thousand  dollars,  or  imprisoned  not  more  than  seven  years, 
or  both.  (Sec.  283;  Repeals  R.  S.,  5348.) 


DISCIPLINE  AT  SEA  295 

Robbery. 

Whoever,  by  force  and  violence,  or  by  putting  in  fear,  shall 
feloniously  take  from  the  person  or  presence  of  another  anything 
of  value,  shall  be  imprisoned  not  more  than  fifteen  years.  (Sec.  284; 
Repeals  R.  S.,  5370.) 

Arson. 

Whoever  shall  maliciously  set  fire  to,  burn,  or  attempt  to  burn, 
or  by  any  means  destroy  or  injure,  or  attempt  to  destroy  or  injure, 
any  arsenal,  armory,  magazine,  rope-walk,  ship  house,  warehouse, 
blockhouse,  or  barrack,  or  any  storehouse,  barn,  or  stable,  not  parcel 
of  a  dwelling  house,  or  any  other  building  not  mentioned  in  the  sec- 
tion last  preceding,  or  any  vessel  built,  building,  or  undergoing  repair, 
or  any  light-house,  or  beacon,  or  any  machinery,  timber,  cables,  rig- 
ging, or  other  materials  or  appliances  for  building,  repairing,  or 
fitting  out  vessels,  or  any  pile  of  wood,  boards,  or  other  lumber,  or 
any  military,  naval,  or  victualing  stores,  arms,  or  other  munitions 
of  war,  shall  be  fined  not  more  than  five  thousand  dollars  and  im- 
prisoned not  more  than  twenty  years.  (Sec.  286;  Repeals  R.  S., 
5386.) 

Larceny. 

Whoever  shall  take  and  carry  away,  with  intent  to  steal  or  pur- 
loin, any  personal  property  of  another,  shall  be  punished  as  follows: 
If  the  property  taken  is  of  a  value  exceeding  fifty  dollars,  or  is  taken 
from  the  person  of  another,  by  a  fine  of  not  more  than  ten  thousand 
dollars,  or  imprisonment  for  not  more  than  ten  years,  or  both; 
in  all  other  cases,  by  a  fine  of  not  more  than  one  thousand  dollars, 
or  by  imprisonment  not  more  than  one  year,  or  both.  If  the  property 
stolen  consists  of  any  evidence  of  debt,  or  other  written  instrument, 
the  amount  of  money  due  thereon,  or  secured  to  be  paid  thereby, 
and  remaining  unsatisfied,  or  which  in  any  contingency  might  be 
collected  thereon,  or  the  value  of  the  property  the  title  to  which  is 
shown  thereby,  or  the  sum  which  might  be  recovered  in  the  absence 
thereof,  shall  be  deemed  to  be  the  value  of  the  property  stolen. 
(Sec.  287;  Repeals  R.  S.,  5356.) 

Receiver  of  stolen  property. 

Whoever  shall  buy,  receive,  or  conceal,  any  money,  goods,  bank 
notes,  or  other  thing  which  may  be  the  subject  of  larceny,  which  has 


296  THE  MEN  ON  DECK 

been  feloniously  taken,  stolen,  or  embezzled,  from  any  other  person, 
knowing  the  same  to  have  been  so  taken,  stolen,  or  embezzled,  shall 
be  fined  not  more  than  one  thousand  dollars  and  imprisoned  not 
more  than  three  yeafs;  and  such  person  may  be  tried  either  before 
or  after  the  conviction  of  the  principal  offender.  (Sec.  288;  Repeals 
R.  S.,  5357-) 

Miscellaneous  offenses. 

Whoever,  within  the  territorial  limits  of  any  State,  organized 
Territory,  or  District,  but  within  or  upon  any  of  the  places  now 
existing  or  hereafter  reserved  or  acquired,  described  in  section  two 
hundred  and  seventy-two  of  this  Act,  shall  do  or  omit  the  doing  of 
any  act  or  thing  which  is  not  made  penal  by  any  law  of  Congress,  but 
which  if  committed  or  omitted  within  the  jurisdiction  of  the  State, 
Territory,  or  District  in  which  such  place  is  situated,  by  the  laws 
thereof  now  in  force  would  be  penal,  shall  be  deemed  guilty  of  a  like 
offense  and  be  subject  to  a  like  punishment;  and  every  such  State, 
Territorial,  or  District  law  shall,  for  the  purposes  of  this  section, 
continue  in  force,  notwithstanding  any  subsequent  repeal  or  amend- 
ment thereof  by  any  such  State,  Territory,  or  District.  (Sec.  289; 
Repeals  R.  S.,  5891.) 

Forgery. 

Whoever  shall  falsely  make,  forge,  counterfeit,  or  alter  any  in- 
strument in  imitation  of,  or  purporting  to  be,  an  abstract  or  official 
copy  or  certificate  of  the  recording,  registry,  or  enrollment  of  any 
vessel,  in  the  office  of  any  collector  of  the  customs,  or  a  license  to 
any  vessel  for  carrying  on  the  coasting  trade  or  fisheries  of  the  United 
States,  or  a  certificate  of  ownership,  pass,  passport,  sea  letter,  or 
clearance,  granted  for  any  vessel,  under  the  authority  of  the  United 
States,  or  a  permit,  debenture,  or  other  official  document  granted 
by  any  collector  or  other  officer  of  the  customs  by  virtue  of  his  office; 
or  whoever  shall  utter,  publish,  or  pass,  or  attempt  to  utter,  publish, 
or  pass,  as  true,  any  such  false,  forged,  counterfeited,  or  falsely  altered 
instrument,  abstract,  official  copy,  certificate,  license,  pass,  passport, 
sea  letter,  clearance,  permit,  debenture,  or  other  official  document 
herein  specified,  knowing  the  same  to  be  false,  forged,  counterfeited, 
or  falsely  altered,  with  an  intent  to  defraud,  shall  be  fined  not  more 
than  one  thousand  dollars  and  imprisoned  not  more  than  three 
years.  (Sec.  72;  Repeals  R.  S.,  5423.) 


DISCIPLINE  AT  SEA  297 

111  treatment  of  crew. 

Whoever,  being  the  master  or  officer  of  a  vessel  of  the  United 
States,  on  the  high  seas,  or  on  any  other  waters  within  the  admiralty 
and  maritime  jurisdiction  of  the  United  States,  beats,  wounds,  or 
without  justifiable  cause,  imprisons  any  of  the  crew  of  such  vessel, 
or  withholds  from  them  suitable  food  and  nourishment,  or  inflicts 
upon  them  any  cruel  and  unusual  punishment,  shall  be  fined  not 
more  than  one  thousand  dollars,  or  imprisoned  not  more  than  five 
years,  or  both.  Nothing  herein  contained  shall  be  construed  to  repeal 
or  modify  section  forty-six  hundred  and  eleven  of  the  Revised 
Statutes.  (Sec.  291;  Repeals  R.  S.,  5347.) 

Mutiny. 

Whoever,  being  of  the  crew  of  a  vessel  of  the  United  States,  on 
the  high  seas,  or  on  any  other  waters  within  the  admiralty  and  mari- 
time jurisdiction  of  the  United  States,  endeavors  to  make  a  revolt 
or  mutiny  on  board  such  vessel,  or  combines,  conspires,  or  con- 
federates with  any  other  person  on  board  to  make  such  revolt  or 
mutiny,  or  solicits,  incites,  or  stirs  up  any  other  of  the  crew  to  dis- 
obey or  resist  the  lawful  orders  of  the  master  or  other  officer  of  such 
vessel,  or  to  refuse  or  neglect  their  proper  duty  on  board  thereof, 
or  to  betray  their  proper  trust,  or  assembles  with  others  in  a  tumultu- 
ous and  mutinous  manner,  or  makes  a  riot  on  board  thereof,  or 
unlawfully  confines  the  master  or  other  commanding  officer  thereof, 
shall  be  fined  not  more  than  one  thousand  dollars,  or  imprisoned 
not  more  than  five  years  or  both.  (Sec.  292;  Repeals  R.  S.,  5359.) 

Whoever,  being  of  the  crew  of  a  vessel  of  the  United  States,  on 
the  high  seas,  or  on  any  other  waters  within  the  admiralty  and  mari- 
time jurisdiction  of  the  United  States,  unlawfully  and  with  force, 
or  by  fraud,  or  intimidation,  usurps  the  command  of  such  vessel 
from  the  master  or  other  lawful  officer  in  command  thereof,  or 
deprives  him  of  authority  and  command  on  board,  or  resists  or  pre- 
vents him  in  the  free  and  lawful  exercise  thereof,  or  transfers  such 
authority  and  command  to  another  not  lawfully  entitled  thereto, 
is  guilty  of  a  revolt  and  mutiny,  and  shall  be  fined  not  more  than  two 
thousand  dollars  and  imprisoned  not  more  than  ten  years.  (Sec. 
293;  Repeals  R.  S.,  5360.) 

Abandonment  of  seamen. 

Whoever,  being  master  or  commander  of  a  vessel  of  the  United 


298  THF  MEN  ON  DECK 

States,  while  abroad,  maliciously  and  without  justifiable  cause  forces 
any  officer  or  mariner  of  such  vessel  on  shore,  in  order  to  leave  him 
behind  in  any  foreign  port  or  place,  or  refuses  to  bring  home  again 
all  such  officers  and  mariners  of  such  vessel  whom  he  carried  out 
with  him,  as  are  in  a  condition  to  return  and  willing  to  return,  when  he 
is  ready  to  proceed  on  his  homeward  voyage,  shall  be  fined  not  more 
than  five  hundred  dollars,  or  imprisoned  not  more  than  six  months, 
or  both.  (Sec.  295;  Repeals  R.  S.,  5363.) 

Barratry. 

Whoever,  on  the  high  seas,  or  within  the  United  States,  willfully 
and  corruptly  conspires,  combines,  and  confederates  with  any  other 
person,  such  other  person  being  either  within  or  without  the  United 
States,  to  cast  away  or  otherwise  destroy  any  vessel,  with  intent  to 
injure  any  person  that  may  have  underwritten  or  may  thereafter 
underwrite  any  policy  of  insurance  thereon  or  on  goods  on  board 
thereof,  or  with  intent  to  injure  any  person  that  has  lent  or  advanced, 
or  may  lend  or  advance,  any  money  on  such  vessel  on  bottomry  or 
respondentia;  or  whoever,  within  the  United  States,  builds,  or 
fits  out,  or  aids  in  building  or  fitting  out,  any  vessel  with  intent  that 
the  same  be  cast  away  or  destroyed,  with  the  intent  hereinbefore 
mentioned,  shall  be  fined  not  more  than  ten  thousand  dollars  and 
imprisoned  not  more  than  ten  years.  (Sec.  296;  Repeals  R.  S., 
5364.) 

Wrecking. 

Whoever  plunders,  steals,  or  destroys  any  money,  goods,  merchan- 
dise, or  other  effects,  from  or  belonging  to  any  vessel  in  distress, 
or  wrecked,  lost,  stranded,  or  cast  away,  upon  the  sea,  or  upon  any 
reef,  shoal,  bank,  or  rocks  of  the  sea,  or  in  any  other  place  within 
the  admiralty  and  maritime  jurisdiction  of  the  United  States,  shall 
be  fined  not  more  than  five  thousand  dollars  and  imprisoned  not 
more  than  ten  years;  and  whoever  willfully  obstructs  the  escape  of 
any  person  endeavoring  to  save  his  life  from  such  vessel,  or  the  wreck 
thereof;  or  whoever  holds  out  or  shows  any  false  light,  or  extinguishes 
any  true  light,  with  intent  to  bring  any  vessel  sailing  upon  the  sea 
into  danger,  or  distress,  or  shipwreck,  shall  be  imprisoned  not  less 
than  ten  years  and  may  be  imprisoned  for  life.  (Sec.  297;  Repeals 
R.  S.,  5358.) 


DISCIPLINE  AT  SEA  299 

Plundering  vessel. 

Whoever,  upon  the  high  seas  or  OE  any  other  waters  within  the 
admiralty  and  maritime  jurisdiction  of  the  United  States,  by  surprise 
or  by  open  force,  maliciously  attacks  or  sets  upon  any  vessel  belonging 
to  another,  with  an  intent  unlawfully  to  plunder  the  same,  or  to 
despoil  any  owner  thereof  of  any  moneys,  goods,  or  merchandise 
laden  on  board  thereof,  shall  be  fined  not  more  than  five  thousand 
dollars  and  imprisoned  not  more  than  ten  years.  (Sec.  298;  Repeals 
R.  S.,  5361.) 

Whoever,  upon  the  high  seas  or  on  any  other  waters  within  the 
admiralty  and  maritime  jurisdiction  of  the  United  States,  and  out 
of  the  jurisdiction  of  any  particular  State,  breaks  or  enters  any 
vessel,  with  intent  to  commit  any  felony,  or  maliciously  cuts,  spoils, 
or  destroys  any  cordage,  cable,  buoys,  buoy-rope,  head-fast,  or 
other  fast,  fixed  to  the  anchor  or  moorings,  belonging  to  any  vessel 
shall  be  fined  not  more  than  one  thousand  dollars  and  imprisoned 
not  more  than  five  years. 

Casting  away  vessel. 

Whoever,  upon  the  high  seas  or  on  any  other  waters  within  the 
admiralty  and  maritime  jurisdiction  of  the  United  States,  willfully 
and  corruptly  casts  away  or  otherwise  destroys  any  vessel,  of  which 
he  is  owner,  in  whole  or  in  part,  with  intent  to  prejudice  any  person 
that'  may  underwrite  any  policy  of  insurance  thereon,  or  any  merchant 
that  may  have  goods  thereon,  or  any  other  owner  of  such  vessel, 
shall  be  imprisoned  for  life  or  for  any  term  of  years. 

Whoever,  not  being  an  owner,  upon  the  high  seas  or  on  any  other 
waters  within  the  admiralty  and  maritime  jurisdiction  of  the  United 
States,  willfully  and  corruptly  casts  away  or  otherwise  destroys  any 
vessel  of  the  United  States  to  which  he  belongs,  or,  willfully,  with 
intent  to  destroy  the  same,  sets  fire  to  any  such  vessel,  or  otherwise 
attempts  the  destruction  thereof,  shall  be  imprisoned  not  more  than 
ten  years. 

The  words  "  vessel  of  the  United  States,"  wherever  they  occur 
hi  this  chapter,  shall  be  construed  to  mean  a  vessel  belonging  in 
whole  or  in  part  to  the  United  States,  or  any  citizen  thereof,  or  any 
corporation  created  by  or  under  the  laws  of  the  United  States,  or  of 
any  State,  Territory,  or  District  thereof.  (Sec.  298;  Repeals  R.  S., 


300  THE  MEN  ON  DECK 

5361;  sec.  299;  Repeals  R.  S.,  5362;  sec.  300;  Repeals  R.  S.,  5365; 
sec.  301;  Repeals  R.  S.,  5366,  5367;  sec.  310.) 

Crimes  on  the  Great  Lakes. 

Every  person  who  shall,  upon  any  vessel  registered  or  enrolled 
under  the  laws  of  the  United  States,  and  being  on  a  voyage  upon  the 
waters  of  any  of  the  Great  Lakes,  namely,  Lake  Superior,  Lake 
Michigan,  Lake  Huron,  Lake  Saint  Clair,  Lake  Erie,  Lake  Ontario, 
or  any  of  the  waters  connecting  any  of  the  said  lakes,  commit  or  be 
guilty  of  any  of  the  acts,  neglects,  or  omissions,  respectively,  men- 
tioned in  chapter  three  [R.  S.,  5339-5391]  of  title  seventy  of  the  Re- 
vised Statutes  of  the  United  States  shall,  upon  conviction  thereof, 
be  punished  with  the  same  punishments  in  the  said  title  and  chapter, 
respectively  affixed  to  the  same  offenses  therein  mentioned,  respec- 
tively. (Sept.  4,  1890.) 

The  circuit  and  district  courts  of  the  United  States,  respectively, 
are  hereby  vested  with  the  same  jurisdiction  in  respect  to  the  offenses 
mentioned  in  the  first  section  of  this  act  that  they  by  law  have  and 
possess  in  respect  of  the  offenses  in  said  chapter  and  title  in  the  first 
section  of  this  act  mentioned,  and  said  courts,  respectively,  are  also 
for  the  purpose  of  this  act  vested  with  all  and  the  same  jurisdiction 
they,  respectively,  have  by  force  of  title  thirteen,  chapter  three 
[R.  S.,  563-571],  and  title  thirteen,  chapter  seven  [R.  S.,  629-657], 
of  the  Revised  Statutes  of  the  United  States.  [See  act  Mar.  4,  1909, 
sec.  272,  par.  2,  p.  468.]  (Sec.  2.) 

PIRACY 

Piracy. 

The  President  is  authorized  to  employ  so  many  of  the  public 
armed  vessels  as  in  his  judgment  the  service  may  require,  with 
suitable  instructions  to  the  commanders  thereof  in  protecting  the 
merchant  vessels  of  the  United  States  and  their  crews  from  piratical 
aggressions  and  depredations.  (R.  S.,  4293-) 

The  President  is  authorized  to  instruct  the  commanders  of  the 
public  armed  vessels  of  the  United  States  to  subdue,  seize,  take,  and 
send  into  any  port  of  the  United  States,  any  armed  vessel  or  boat, 
or  any  vessel  or  boat,  the  crew  whereof  shall  be  armed,  and  which 
shall  have  attempted  or  committed  any  piratical  aggression,  search, 
restraint,  depredation,  or  seizure,  upon  any  vessel  of  the  United 


DISCIPLINE  AT  SEA  301 

States,  or  of  the  citizens  thereof,  or  upon  any  other  vessel;  and  also 
to  retake  any  vessel  of  the  United  States,  or  its  citizens,  which  may 
have  been  unlawfully  captured  upon  the  high  seas.  (R.  S.,  4294.) 

The  commander  and  crew  of  any  merchant-vessel  of  the  United 
States,  owned  wholly,  or  in  part,  by  a  citizen  thereof,  may  oppose 
and  defend  against  any  aggression,  search,  restraint,  depredation, 
or  seizure,  which  shall  be  attempted  upon  such  vessel,  or  upon  any 
other  vessel  so  owned,  by  the  commander  or  crew  of  any  armed  vessel 
whatsoever,  not  being  a  public  armed  vessel  of  some  nation  in  amity 
with  the  United  States,  and  may  subdue  and  capture  the  same; 
and  may  also  retake  any  vessel  so  owned  which  may  have  been 
captured  by  the  commander  or  crew  of  any  such  armed  vessel,  and 
send  the  same  into  any  port  of  the  United  States.  (R.  S.,  4295.) 

Whenever  any  vessel,  which  shall  have  been  built,  purchased, 
fitted  out  in  whole  or  in  part,  or  held  for  the  purpose  of  being  em- 
ployed in  the  commission  of  any  piratical  aggression,  search,  restraint, 
depredation,  or  seizure,  or  in  the  commission  of  any  other  act  of 
piracy  as  defined  by  the  law  of  nations,  or  from  which  any  piratical 
aggression,  search,  restraint,  depredation,  or  seizure  shall  have 
been  first  attempted  or  made,  is  captured  and  brought  into  or  cap- 
tured in  any  port  of  the  United  States,  the  same  shall  be  adjudged  and 
condemned  to  their  use,  and  that  of  the  captors  after  due  process  and 
trial  in  any  court  having  admiralty  jurisdiction,  and  which  shall  be 
holden  for  the  district  into  which  such  captured  vessel  shall  be 
brought;  and  the  same  court  shall  thereupon  order  a  sale  and  dis- 
tribution thereof  accordingly,  and  at  its  discretion.  (R.  S.,  4296.) 

Any  vessel  built,  purchased,  fitted  out  in  whole  or  in  part,  or 
held  for  the  purpose  of  being  employed  in  the  commission  of  any 
piratical  aggression,  search,  restraint,  depredation,  or  seizure,  or  in 
the  commission  of  any  other  act  of  piracy,  as  defined  by  the  law 
of  nations,  shall  be  liable  to  be  captured  and  brought  into  any  port 
of  the  United  States  if  found  upon  the  high  seas,  or  to  be  seized  if 
found  in  port  or  place  within  the  United  States,  whether  the  same 
shall  have  actually  sailed  upon  any  piratical  expedition  or  not,  and 
whether  any  act  of  piracy  shall  have  been  committed  or  attempted 
upon  or  from  such  vessel  or  not;  and  any  such  vessel  may  be  adjudged 
and  condemned,  if  captured  by  a  vessel  authorized  as  hereinafter 
mentioned,  to  the  use  of  the  United  States  and  to  that  of  the  captors, 


302  THE  MEN  ON  DECK 

and  if  seized  by  a  collector,  surveyor,  or  marshal,  then  to  the  use  of 
the  United  States.     (R.  S.,  4297.) 

The  President  is  authorized  to  instruct  the  commanders  of  the 
public  armed  vessels  of  the  United  States,  and  to  authorize  the  com- 
manders of  any  other  armed  vessels  sailing  under  the  authority  of 
any  letters  of  marque  and  reprisal  granted  by  Congress,  or  the  com- 
manders of  any  other  suitable  vessels,  to  subdue,  seize,  take,  and, 
if  on  the  high  seas,  to  send  into  any  port  of  the  United  States,  any 
vessel  or  boat  built,  purchased,  fitted,  out  or  held  as  mentioned  in 
the  preceding  section.  (R.  S.,  4298.) 

The  collectors  of  the  several  ports  of  entry,  the  surveyors  of  the 
several  ports  of  delivery,  and  the  marshals  of  the  several  judicial 
districts  within  the  United  States,  shall  seize  any  vessel  or  boat 
built,  purchased,  fitted  out,  or  held  as  mentioned  in  section  forty- 
two  hundred  and  ninety-seven,  which  may  be  found  within  their 
respective  ports  or  districts,  and  to  cause  the  same  to  be  proceeded 
against  and  disposed  of  as  provided  by  that  section.  (R.  S.,  4299.) 

Crimes  deemed  piracy. 

Whoever,  on  the  high  seas,  commits  the  crime  of  piracy  as  defined 
by  the  law  of  nations,  and  is  afterwards  brought  into  or  found  in  the 
United  States,  shall  be  imprisoned  for  life. 

Whoever,  being  a  seaman,  lays  violent  hands  upon  his  commander, 
thereby  to  hinder  and  prevent  his  fighting  in  defense  of  his  vessel  or 
the  goods  intrusted  to  him,  is  a  pirate,  and  shall  be  imprisoned  for 
life. 

Whoever,  being  engaged  in  any  piratical  cruise,  or  enterprise, 
or  being  of  the  crew  of  any  piratical  vessel,  lands  from  such  vessel, 
and  on  shore  commits  robbery,  is  a  pirate,  and  shall  be  imprisoned 
for  life. 

Whoever,  being  a  citizen  of  the  United  States,  commits  any 
murder  or  robbery,  or  any  act  or  hostility  against  the  United  States, 
or  against  any  citizen  thereof,  on  the  high  seas,  under  color  of  any 
commission  from  any  foreign  prince,  or  state,  or  on  pretense  of 
authority  from  any  person,  is,  notwithstanding  the  pretense  of  such 
authority,  a  pirate,  and  shall  be  imprisoned  for  Life. 

Whoever,  being  a  citizen  or  subject  of  any  foreign  state,  is  found 
and  taken  on  the  sea  making  war  upon  the  United  States,  or  cruising 
against  the  vessels  and  property  thereof,  or  of  the  citizens  of  the  same, 


DISCIPLINE  AT  SEA  303 

contrary  to  the  provisions  of  any  treaty  existing  between  the  United 
States  and  the  state  of  which  the  offender  is  a  citizen  or  subject, 
when  by  such  treaty  such  acts  are  declared  to  be  piracy,  is  guilty 
of  piracy,  and  shall  be  imprisoned  for  life. 

Whoever,  being  a  captain  or  other  officer  or  mariner  of  a  vessel 
upon  the  high  seas  or  on  any  other  waters  within  the  admiralty  and 
maritime  jurisdiction  of  the  United  States,  piratically  or  feloniously 
runs  away  with  such  vessel,  or  with  any  goods  or  merchandise  thereof, 
to  the  value  of  fifty  dollars,  or  who  yields  up  such  vessel  voluntarily 
to  any  pirate,  shall  be  fined  not  more  than  ten  thousand  dollars,  or 
imprisoned  not  more  than  ten  years,  or  both. 

Whoever  attempts  or  endeavors  to  corrupt  any  commander, 
master,  officer,  or  mariner  to  yield  up  or  to  run  away  with  any  vessel, 
or  with  any  goods,  wares,  or  merchandise,  or  to  turn  pirate,  or  to  go 
over  to  or  confederate  with  pirates,  or  in  any  wise  to  trade  with  any 
pirate,  knowing  him  to  be  such,  or  furnishes  such  pirate  with  any 
ammunition,  stores,  or  provisions  of  any  kind,  or  fits  out  any  vessel 
knowingly  and,  with  a  design  to  trade  with,  supply,  or  correspond 
with  any  pirate  or  robber  upon  the  seas;  or  whoever  consults,  com- 
bines, confederates,  or  corresponds  with  any  pirate  or  robber  upon  the 
seas,  knowing  him  to  be  guilty  of  any  piracy  or  robbery;  or  whoever, 
being  a  seaman,  confines  the  master  of  any  vessel,  shall  be  fined  not 
more  than  one  thousand  dollars  and  imprisoned  not  more  than  three 
years. 

The  words  "vessel  of  the  United  States,"  wherever  they  occur 
in  this  chapter,  shall  be  construed  to  mean  a  vessel  belonging  in 
whole  or  in  part  to  the  United  States,  or  any  citizen  thereof,  or  any 
corporation  created  by  or  under  the  laws  of  the  United  States,  or 
of  any  State,  Territory,  or  District  thereof.  (Mar.  4,  1909;  sec.  290; 
Repeals  R.  S.,  5368;  sec.  294;  Repeals  R.  S.,  5369;  sec.  302;  Repeals 
R.  S.,  5371;  sec.  304;  Repeals  R.  S.,  5373;  sec.  305;  Repeals  R.  S., 
5374;  sec.  506;  Repeals  R.  S.,  5383;  sec.  307;  Repeals  R.  S.,  5384; 
sec.  310.) 


APPENDIX  A 

CUSTOMS  DISTRICTS,  PORTS,  AND  SUB-PORTS 
OF  UNITED  STATES 

Names  oFDISTRICTS  are  shown  in  BOLD  FACE  CAPITALS  fol- 
lowed by  the  district  Headquarters  in  Capitals  and  small  letters.  The 
District  Boundary  follows  immediately  below  with  the  Ports  of  Entry 
following. 

MAINE  AND  NEW  HAMPSHIRE— Portland 

State  of  Maine  and  all  of  New  Hampshire  except  county  of  Coos 

Portland,  Houlton,  Fort  Fairfield,  Mars  Hill,  Van  Buren,  Mad- 
awaska,  Monticello,  Machias,  Lubec,  Bath,  Boothbay,  Limestone, 
Fort  Kent,  Bridgewater,  Eastport,  Calais,  Bangor,  Ellsworth, 
Rockland,  Vanceboro,  Lowelltown  (or  Holeb),  Belfast,  Rockport, 
Castine,  Vinalhaven,  South  West  Harbor,  Portsmouth,  N.  H.  (in- 
cluding Kittery). 

VERMONT— St.  Albans 

All  of  the  State  of  Vermont;  and  the  County  of  Coos  in  the  State  of 
New  Hampshire 

Newport,  North  Troy,  Derbyline,  Island  Pond,  Bleecher  Falls, 
St.  Albans,  Richford,  Burlington,  Alburg,  Swanton,  Highgate. 

MASSACHUSETTS— Boston 

All  of  the  State  of  Massachusetts 

Boston,  Gloucester,  Salem  (including  Beverly,  Marblehead,  and 
Lynn),  Provincetown,  Plymouth,  Barnstable,  Vineyard  Haven, 
Fall  River,  New  Bedford,  Worcester,  Springfield,  Holyoke. 

305 


306  THE  MEN  ON  DECK 

RHODE  ISLAND— Providence 

All  of  the  State  of  Rhode  Island 
Providence,  Newport. 

CONNECTICUT— Bridgeport 

All  of  the  State  of  Connecticvti 

Hartford,  New  Haven,  New  London,  Stonington,  Middletown, 
South  Manchester,  Bridgeport,  Stamford,  Greenwich,  Norwalk. 

ST.  LAWRENCE— Ogdensburg 

State  of  New  York,  to  include  all  of  the  counties  of  Clinton,  Essex, 
Franklin,  St.  Lawrence,  Jefferson,  and  Lewis 

Ogdensburg,  Nyando,  Morristown,  Rouses  Point,  Malone,  Fort 
Covington,  Plattsburg,  Champlain,  Chateaugay,  Moores  Junction, 
Waddington,  Cape  Vincent,  Alexandria  Bay,  Chaumont,  Clayton. 

ROCHESTER— Rochester 

All  of  the  counties  of  Oswego,  Oneida,  Onondaga,  Cayuga,  Seneca, 

Wayne,  Broome,  Tompkins,  Chenango,  Madison,  Cortland,  Hamilton, 

Schuyler,  Chemung,  Herkimer,  Monroe,  Ontario,  Livingston,   Yates, 

Steuben,  Orleans,  Genesee,  and  Wyoming 

Rochester,  Oswego,  Utica,  Syracuse,  Charlotte,  Fair  Haven, 
Sodus  Point. 

BUFFALO— Buffalo 

All  of  the  counties  of  Niagara,  Erie,  Cattaraugus,  and  Chautauqua 

Buffalo,  Niagara  Falls,  North  Tonawanda  (including  Tonawanda), 
Dunkirk,  Lewiston. 


APPENDIX  A  307 

NEW  YORK— New  York 

To  include  all  that  part  of  the  State  of  New  York  not  expressly  in- 
cluded in  the  districts   of  St.  Lawrence,  Rochester,  and  Buffalo,  and 
also  to  include  the  counties  of  Sussex,  Passaic,  Hudson,  Bergen,  Essex, 
Union,  Middlesex,  and  Monmouth,  in  the  State  of  New  Jersey 

New  York,  Newark,  Perth  Amboy,  Patchogue,  Greenport, 
Albany. 

PHILADELPHIA— Philadelphia 

To  include  all  that  part  of  the  State  of  Pennsylvania  lying  east  of  79° 

west  longitude,  all  of  the  State  of  Delaware,  and  all  of  that  part  of 

the  State  of  New  Jersey  not  included  in  the  district  of  New  York 

Philadelphia  (to  include  Camden  and  Gloucester  City,  N.  J.), 
Somers  Point,  Thompsons  Point,  Tuckerton,  Chester,  Wilmington, 
Lewes. 

PITTSBURGH— Pittsburgh 

To  include  all  of  the  State  of  West  Virginia  and  all  of  the  State  of 
Pennsylvania  lying  west  of  79°  west  longitude,  except  the  county  of 

Erie 
Pittsburgh,  Wheeling, 

MARYLAND— Baltimore 

To  include  all  of  the  State  of  Maryland,  the  District  of  Columbia, 
and  the  county  of  Alexandria  in  the  State  of  Virginia 

Baltimore,  Washington,  Crisfield,  Annapolis,  Alexandria. 

VIRGINIA— Norfolk 

To  include  all  of  the  State  of  Virginia,  except  the  county  of  Alexandria 

(The  port  of  Norfolk  shall  include  both  of  said  cities  and  the  waters 
and  shores  of  Hampton  Roads) 

Norfolk,  Newport  News,  Richmond,  Petersburg,  Cape  Charles 
City,  Chincoteague,  Reedville. 


308  THE  MEN  ON  DECK 

NORTH  CAROLINA— Wilmington 

To  include  all  of  the  State  of  North  Carolina 
Wilmington,  Elizabeth  City,  Newbern,  Manteo,  Beaufort. 

SOUTH  CAROLINA— Charleston 

All  of  the  State  of  South  Carolina 
Charleston,  Georgetown,  Beaufort. 

GEORGIA— Savannah 

All  of  the  State  of  Georgia  except  the  north  shore  of  the  St.  Marys  River 
and  the  city  of  St.  Marys 

Savannah,  Brunswick,  Darien,  Atlanta. 

FLORIDA— Tampa 

All  of  the  State  of  Florida  and  the  north  bank  of  the  St.  Marys  River 
and  the  city  of  St.  Marys,  Ga. 

Tampa  (including  Port  Tampa),  Key  West,  Punta  Gorda,  Boca 
Grande,  Miami,  Jacksonville,  Pensacola,  St.  Andrews,  St.  Augustine, 
Fernandina  (including  St.  Marys,  Ga.),  Cedar  Keys,  Port  Inglis, 
Apalachicola,  Carrabelle. 

MOBILE— Mobile 

All  of  the  State  of  Alabama  and  all  that  part  of  the  State  of  Mississippi 
lying  south  0/31°  north  latitude 

Mobile,  Birmingham,  Gulfport,  Scranton. 

NEW  ORLEANS— New  Orleans 

All  of  the  State  of  Louisiana  and  all  that  part  of  the  State  of  Mississippi 
lying  north  of  31°  north  latitude 

New  Orleans,  Morgan  City. 


APPENDIX  A  309 

SABINE— Port  Arthur 

To  include  the  following  territory;  Beginning  on  the  Gulf  of  Mexico 
at  the  center  of  the  stream  of  Sabine  Pass;  thence  north  with  the  center 
of  the  stream  of  Sabine  Pass  to  Sabine  Lake;  thence  with  the  center 
of  the  stream  of  Sabine  Lake  to  a  point  directly  opposite  to  the  Sabine 
River;  thence  north  with  the  east  shore  of  the  Sabine  River  to  the  north 
boundary  line  of  Shelby  County,  Tex.;  thence  west  to  the  Neches  River; 
thence  down  said  river  with  its  west  shore  to  a  north  boundary  line 
of  Jefferson  County,  thence  in  a  westerly  direction  with  the  said  north 
boundary  line  to  the  east  boundary  line  of  Liberty  County,  Tex.;  thence 
south  to  the  Gulf  of  Mexico;  thence  in  an  easterly  direction  along  the 
Gulf  shores  to  the  place  of  beginning 

Port  Arthur,  Sabine, 


GALVESTON— Galveston 

All  of  the  State  of  Texas  except  the  territory  included  in  the  districts 
of  Sabine,  Laredo,  El  Paso,  and  Eagle  Pass 

Galveston  (including  Port  Bolivar  and  Texas  City),  San  Antonio, 
Dallas,  Houston,  Port  Lavaca. 


LAREDO— Laredo 

All  oft  the  counties  of  Cameron,  Hidalgo,  Starr,  Nueces,  Zapata,  Duval, 
Brooks,  Willacy,  Jim  Wells,  Aransas,  Webb,  La  Salle,  Dimmit, 
McMullen,  Live  Oak,  Bee,  Refugio,  and  San  Patricio  in  the  State  of 

%  Texas 

Laredo,  Brownsville,  Rio  Grande  City,  Corpus  Christi,  Roma, 
Santa  Maria. 


EL  PASO— El  Paso 

All  the  counties  of  El  Paso  and  Culberson  in  the  State  of  Texas  and 
all  of  the  State  of  New  Mexico 

El  Paso,  Columbus,  New  Mexico. 


310  THE  MEN  ON  DECK 

EAGLE  PASS— Eagle  Pass 

All  of  the  counties  in  the  State  of  Texas  lying  along  and  contiguous 
to  the  Rio  Grande  River  not  included  in  the  districts  of  Laredo  and 

El  Paso 

Eagle  Pass,  Boquillas,  Del  Rio,  Presidio. 


ARIZONA— Nogales 

All  of  the  State  of  Arizona 
Nogales,  Naco,  Yuma,  Douglas. 

SOUTHERN  CALIFORNIA— Los  Angeles 

All  thai  part  of  the  State  of  California ,  lying  south  of  35°  north 

latitude 

Los  Angeles,  San  Pedro,  San  Diego,  Calexico,  Campo,  Tia  Juana. 

SAN  FRANCISCO— San  Francisco 

All  that  part  of  the  State  of  California  lying  north  of  35°  north 

latitude 

San  Francisco  (including  Oakland),  Eureka,  Port  Harford. 

OREGON— Portland 

All  of  the  State  of  Oregon 
Portland,  Astoria,  Newport,  Empire. 

WASHINGTON— Seattle 

All  of  the  State  of  Washington 

Seattle,  Port  Townsend,  Aberdeen,  Anacortes,  Bellingham, 
Elaine,  Chopaka,  Danville,  Everett,  Ferry,  Friday  Harbor,  Laurier, 
Molson,  Northport,  Port  Angeles,  Roche  Harbor,  South  Bend, 
Spokane,  Somas,  Tacoma. 


APPENDIX  A  311 

ALASKA— Juneau 

All  of  the  Territory  of  Alaska 

Juneau,  Eagle,  Ketchikan,  Cordova,  Sulzer,  St.  Michael,  Skag- 
way,  Unalaska,  Wrangell,  Fortymile,  Fairbanks,  Nome. 

HAWAII— Honolulu 

All  of  the  territory  of  Hawaii 
Honolulu,  Hilo,  Kahului,  Kaloa,  Mahukona. 

MONTANA  AND  IDAHO— Great  Falls 

All  of  the  States  of  Montana  and  Idaho 
Great  Falls,  Eastport,  Port  Hill,  Plentywood,  Sweetgrass,  Gateway. 

DAKOTA— Pembina 

All  of  the  States  of  North  and  South  Dakota  and  the  county  of  Kittsen 
in  the  State  of  Minnesota 

Pembina,  Noyes,  St.  Vincent,  Portal,  St.  John,  Hannah,  Neche, 
Ambrose,  Souris,  Walhalla,  Sarles,  Sherwood,  Hansboro,  Crosby, 
Antler. 

MINNESOTA— St.  Paul,  Minneapolis 

State  of  Minnesota,  lying  south  of  46°  north  latitude 
St.  Paul,  Minneapolis. 

DULUTH  AND  SUPERIOR— Duluth  and  Superior 

All  of  the  State  of  Minnesota,  except  the  county  of  Kittsen,  lying  north 

of  46°  north  latitude  and  all  of  the  State  of  Wisconsin  lying  north  of 

said  latitude,  and  the  island  of  Isle  Royal,  in  the  State  of  Michigan 

(The  port  of  Duluth  and  Superior  shall  include  both  of  said  cities 
and  West  Superior) 

Duluth,  Superior,  International  Falls,  Warroad,  Ranier,  /Two 
Harbors,  Ashland,  Isle  Royal. 


312  THE  MEN  ON  DECK 

WISCONSIN— Milwaukee 
Att  of  the  State  of  Wisconsin  lying  south  of  46°  north  latitude 

Milwaukee,  Green  Bay,  Kenosha,  Kewaunee,  Manitowoc,  Marin- 
ette  (including  Menominee),  Racine,  Sheboygan,  Sturgeon  Bay. 

MICHIGAN— Detroit 

All  of  the  State  of  Michigan 

Detroit,  Port  Huron,  Saginaw,  Alpena,  Bay  City,  Marine  City, 
St.  Clair,  Grand  Rapids,  Grand  Haven,  Charlevoix,  Ludington, 
Manistee,  Manistique,  Muskegon,  St.  Joseph,  Petoskey,  Sault 
Ste.  Marie,  Cheboygan,  Mackinaw,  Detour,  Escanaba,  Gladstone, 
Houghton,  Marquette. 

CHICAGO— Chicago 

All  of  the  State  of  Illinois  lying  north  of  39°  north  latitude  and  all 
that  part  of  the  State  of  Indiana  lying  north  of  41°  north  latitude 

Chicago,  Peoria,  Michigan  City. 

INDIANA — Indianapolis 

All  of  the  State  of  Indiana  lying  south  of  41°  of  north  latitude 
Indianapolis,  Evansville. 

OHIO— Cleveland 

All  of  the  State  of  Ohio  and  the  county  of  Erie  in  the  State  of  Pennsylvania 

Cleveland,  Conneaut,  Ashtabula,  Fairport,  Lorain,  Sandusky, 
Put-in-Bay,  Toledo,  Cincinnati,  Columbus,  Dayton  and  Erie,  Corry, 
Pa. 

KENTUCKY— Louisville 

All  of  the  State  of  Kentucky 
Louisville,  Paducah. 


APPENDIX  A  313 

TENNESSEE— Memphis 

All  of  the  State  of  Tennessee 
Memphis,  Nashville,  Chattanooga,  Knoxville. 

IOWA — Des  Moines 
All  oj  the  State  of  Iowa 

Des  Moines,  Sioux  City,  Dubuque. 

x 

ST.  LOUIS— St.  Louis 

All  of  the  States  of  Missouri,  Kansas,  Arkansas,  and  Oklahoma,  and 
all  that  part  of  the  State  of  Illinois  lying  south  of  39°  north  latitude  # 

St.  Louis  (including  East  St.  Louis),  Kansas  City,  Cairo,  111., 
St.  Joseph,  Mo. 

OMAHA— Omaha 

All  of  the  States  of  Nebraska  and  Wyoming 
Omaha,  Lincoln. 

COLORADO— Denver 

All  of  the  State  of  Colorado 
Denver. 

UTAH  AND  NEVADA— Salt  Lake  City 

All  of  the  States  of  Utah  and  Nevada 
Salt  Lake  City. 


314  THE  MEN  ON  DECK 

PORTO  RICO— San  Juan 

The  island  of  Porto  Rico 

San  Juan,  Humacao,  Aguadilla,  Mayaguez,  Arecibo,  Arroyo, 
Fajardo,  Ponce,  Guanica. 

The  use  of  the  terms  "port  of  delivery"  and  "subport  of  entry" 
has  been  discontinued,  and  all  ports  of  entry,  subports  of  entry,  and 
ports  of  delivery  not  above  specifically  mentioned  as  ports  of  entry, 
abolished. 

The  privileges  of  the  first  and  seventh  sections  of  the  act  of  June 
10,  1880,  commonly  known  as  the  "immediate  transportation  act," 
remain  as  heretofore  existing  with  respect  to  the  ports  of  entry. 

Ports  at  which  merchandise  may  be  entered  for  transportation  to  other 
ports  without  appraisement  under  the  act  of  June  10, 1880 

Alburg,  Vt.  Everett,  Wash. 

Astoria,  Ore.  Fernandina,  Fla. 

Baltimore,  Md.  Calves  ton,  Tex. 

Bangor,  Me.  Gladstone,  Mich. 

Bath,  Me.  Honolulu,  T.  H. 

Bay  City,  Mich.  Island  Pond,  Vt. 

Beecher  Falls,  Vt  Key  West,  Fla. 

Blaine,  Wash.  Knights  Key,  Fla. 

Boston,  Mass.  Laredo,  Tex. 

Brownsville,  Tex.  Los  Angeles,  Cal. 

Brunswick,  Ga.  Malone,  N.  Y. 

Buffalo,  N.  Y.  Marquette,  Mich. 

Burlington,  Vt.  Miami,  Fla. 

Calais,  Me.  Milwaukee,  Wis. 

Charleston,  S.  C.  Mobile,  Ala. 

Chicago,  111.  New  London,  Conn. 

Cleveland,  Ohio.  New  Orleans,  La. 

Detroit,  Mich.  Newport,  Vt. 

Duluth,  Minn.  Newport  News,  Va. 

Eagle  Pass,  Tex.  New  York,  N.  Y. 

Eastport,  Idaho.  Niagara  Falls,  N.  Y. 

Eastport,  Me.  Nogales,  Ariz. 

El  Paso,  Tex.  Norfolk,  Va. 


APPENDIX  A  315 

Nyando,  N.  Y.  St.  Albans,  Vt. 

Ogdensburg,  N.  Y.  St.  Vincent,  Minn. 

Pembina,  N.  Dak.  San  Diego,  Cal. 

Pensacola,  Fla.  San  Francisco,  Cal. 

Philadelphia,  Pa.  Sault  Ste.  Marie,  Mich. 

Port  Arthur,  Tex.  Savannah,  Ga. 

Port  Huron,  Mich.  Seattle,  Wash. 

Portal,  N.  Dak.  Sioux  City,  Iowa. 

Portland,  Me.  Sumas,  Wash. 

Portland,  Ore.  Tacoma,  Wash. 

Port  Townsend,  Wash.  Tampa,  Fla. 

Providence,  R.  I.  Texas  City,  Tex. 

Ranier,  Minn.  Toledo,  Ohio. 

Richford,  Vt.  Van  Buren,  Me. 

Rochester,  N.  Y.  Vanceboro,  Me. 

Rouses  Point,  N.  Y.  Wilmington,  N.  C. 

Ports  to  which  merchandise  may  be  transported  without  appraisement 
under  the  act  of  June  10,  1880 

Albany,  N.  Y.  Corry,  Pa. 

Astoria,  Ore.  Council  Bluffs,  Iowa. 

Atlanta,  Ga.  DaUas,  Tex. 

Baltimore,  Md.  Dayton,  Ohio. 

Bangor,  Me.  Denver,  Colo. 

Bath,  Me.  Des  Moines,  Iowa. 

Bellingham,  Wash.  Detroit,  Mich. 

Birmingham,  Ala.  Dubuque,  Iowa. 

•Boston,  Mass.  Duluth,  Minn. 

Bridgeport,  Conn.  Dunkirk,  N.  Y. 

Buffalo,  N.  Y.  Durango,  Colo. 

Burlington,  Vt.  »  Durham,  N.  C. 

Calais,  Me.  Eagle  Pass,  Tex. 

Charleston,  S.  C.  Eastport,  Me. 

Chattanooga,  Tenn.  El  Paso,  Tex. 

Chicago,  111.  Enfield,  Conn. 

Cincinnati,  Ohio.  Erie,  Pa. 

Cleveland,  Ohio.  Evansville,  Ind. 

Coal  City,  111.  Everett,  Wash. 

Columbus,  Ohio.  Fall  River,  Mass. 


316 


THE  MEN  ON  DECK 


Galveston,  Tex. 
Gladstone,  Mich. 
Gloucester,  Mass. 
Grand  Haven,  Mich. 
Grand  Rapids,  Mich. 
Green  Bay,  Wis. 
Greenwich,  Conn. 
Hartford,  Conn. 
Honolulu,  Hawaii. 
Houston,  Tex. 
Indianapolis,  Ind. 
Jacksonville,  Fla> 
Kansas  City,  Mo. 
Key  West,  Fla. 
Knoxvile,  Tenn. 
Laredo,  Tex. 
Leadville,  Colo. 
Lincoln,  Nebr. 
Los  Angeles,  Cal. 
Louisville,  Ky. 
Marquette,  Mich. 
Memphis,  Tenn. 
Middletown,  Conn. 
Milwaukee,  Wis. 
Minneapolis,  Minn. 
Mobile,  Ala. 
Nashville,  Tenn. 
Newark,  N.  J. 
New  Bedford,  Mass. 
New  Haven,  Conn. 
New  Orleans,  La. 
Newport,  R.  I. 
Newport  News,  Va. 
New  York,  N.  Y. 
Niagara  Falls,  N.  Y. 
Nogales,  Ariz. 
Norfolk,  Va. 
Norwalk,  Conn. 
Oakland,  Cal. 
Ocala,  Fla. 


Ogdensburg,  N.  Y. 
Omaha,  Nebr. 
Peoria,  111. 
Perth  Amboy,  N.  J. 
Petersburg,  Va. 
Petoskey,  Mich. 
Philadelphia,  Pa. 
Pittsburgh,  Pa. 
Port  Arthur,  Tex. 
Port  Huron,  Mich. 
Portland,  Me. 
Portland,  Ore. 
Portsmouth,  N.  H. 
Port  Townsend,  Wash. 
Providence,  R.  I. 
Pueblo,  Colo. 
Richmond,  Va. 
Rochester,  N.  Y. 
St.  Augustine,  Fla. 
St.  Joseph,  Mo. 
St.  Louis,  Mo. 
St.  Paul,  Minn. 
Sabine  Pass,  Tex. 
Saginaw,  Mich. 
Salt  Lake  City,  Utah. 
San  Antonio,  Tex. 
San  Diego,  Cal. 
Sandusky,  Ohio. 
San  Francisco,  Cal. 
Sault  Ste.  Marie,  Mich. 
Savannah,  Ga. 
Seattle,  Wash. 
Sioux  City,  Iowa. 
South  Manchester,  Conn. 
Spokane,  Wash. 
Springfield,  Mass. 
Stamford,  Conn. 
Superior,  Wis. 
Syracuse,  N.  Y. 
Tacoma,  Wash. 


APPENDIX  A 


317 


Tampa,  Fla. 
Titusville,  Pa. 
Toledo,  Ohio. 
Utica,  N.  Y. 
Vanceboro,  Me. 


Vernon  (Rockville),  Conn. 
Washington,  D.  C. 
Wilmington,  Del. 
Wilmington,  N.  C. 
Worcester,  Mass. 


List  of  ports  at  which  bonded  warehouses  are  established 


Apalachicola,  Fla. 
Atlanta,  Ga. 
Baltimore,  Md. 
Bangor,  Me. 
Bath,  Me. 
Belfast,  Me. 
Bonners  Ferry,  Mont. 
Boothbay,  Me. 
Boston,  Mass. 
Bridgeport,  Conn. 
Brownsville,  Tex. 
Buffalo,  N.  Y. 
Burlington,  Vt. 
Cape  Vincent,  N.  Y. 
Castine,  Me. 
Chattanooga,  Tenn. 
Chicago,  111. 
Cincinnati,  Ohio. 
Denver,  Colo. 
Detroit,  Mich. 
Duluth,  Minn. 
Durham,  N.  C. 
Eagle  Pass,  Tex. 
Eastport,  Me. 
El  Paso,  Tex. 
Erie,  Pa. 
Evansville,  Ind. 
Everett,  Wash. 
Fall  River,  Mass. 
Galveston,  Tex. 
Gloucester,  Mass. 
Grand  Rapids,  Mich. 


Great  Falls,  Mont. 
Green  Bay,  Wis. 
Hartford,  Conn. 
Honolulu,  Hawaii. 
Indianapolis,  Ind. 
Kansas  City,  Mo. 
Key  West,  Fla. 
Laredo,  Tex. 
Lincoln,  Nebr. 
Los  Angeles,  Cal. 
Louisville,  Ky. 
Minneapolis,  Minn. 
New  Haven,  Conn. 
New  London,  Conn. 
New  Orleans,  La. 
Newport  News,  Va. 
Newark,  N.  J. 
New  York. 
Niagara  Falls,  N.  Y. 
Nogales,  Ariz. 
Ogdensburg,  N.  Y. 
Omaha,  Nebr. 
Oswego,  N.  Y. 
Pensacola,  Fla. 
Perth  Amboy,  N.  J. 
Petersburg,  Va. 
Philadelphia,  Pa. 
Pittsburgh,  Pa. 
Plattsburg,  N.  Y. 
Port  Huron,  Mich. 
Portland,  Me. 
Portland,  Ore. 


318  THE  MEN  ON  DECK 

Portsmouth,  N.  H.  San  Diego,  Cal. 

Port  Townsend,  Wash.  San  Francisco,  Cal. 

Providence,  R.  I.  San  Juan,  P.  R. 

Provincetown,  Mass.  Savannah,  Ga. 

Richmond,  Va.  Seattle,  Wash. 

Rochester,  N.  Y.  Sioux  City,  Iowa. 

St.  Joseph,  Mo.  Skagway,  Alaska. 

St.  Louis,  Mo.  Spokane,  Wash. 

St.  Michael,  Alaska.  Syracuse,  N.  Y. 

St.  Paul,  Minn.  Tacoma,  Wash. 

Saginaw,  Mich.  Tampa,  Fla. 

Salem,  Mass.  Toledo,  Ohio. 

San  Antonio,  Tex.  Utica,  N.  Y. 

List  of  ports  where  the  custom-house  premises  are  used  for  the  storage. 
of  imported  goods  in  bond 

Albany,  N.  Y.  Memphis,  Tenn. 

Aguadilla,  P.  R.  Milwaukee,  Wis. 

Arecibo,  P.  R.  Nashville,  Tenn. 

Arroyo,  P.  R.  Norfolk,  Va. 

Bangor,  Me.  Peoria,  111.  * 

Charleston,  S.  C.  Ponce,  P.  R. 

Cleveland,  Ohio.  Providence,  R.  I. 

Columbus,  Ohio.  Rochester,  N.  Y. 

Fajardo,  P.  R.  St.  Augustine,  Fla. 

Guanica,  P.  R.  Sandusky,  Ohio. 

Humacao,  P.  R.  San  Juan,  P.  R. 

Jacksonville,  Fla.  Springfield,  Mass. 

Marquette,  Mich.  Washington,  D.  C.  (Georgetown) 

Mayaguez,  P.  R.  Wilmington,  Del. 


APPENDIX  B 

THE  SEA  LIBRARY 
The  books  an  officer  should  have,  and  study,  are  appended. 

Bowditch's  American  Practical  Navigator. 
The  Navigator's  Bible. 

Lecky's  Wrinkles  in  Practical  Navigation. 

No  comment  needed.  An  officer  who  does  not  know  this  book 
— well,  he  is  simply  not  all  there  as  an  officer. 

Bradford's  Whys  and  Wherefores  of  Navigation. 

An  American  book,  of  intimate  and  interesting  information  on 
the  subject  of  navigation.  If  you  want  to  know  "  why,"  own 
and  study  Bradford,  it  is  a  book  for  the  man  who  likes  to 
thoroughly  understand  his  subject — simple,  clear,  complete. 

Jacoby's  Navigation. 

A  good  book  for  the  beginner. 

Knight's  Seamanship. 

The  best  American  work  on  seamanship,  naval  and  merchant 
service.  The  chapters  on  ship  handling  and  the  higher  problems 
of  seamanship  are  exceptionally  good. 

Todd  and  WhalPs  Seamanship. 

The  best  book  to  date  for  the  merchantman. 

Walton's  Know  Your  Own  Ship. 

Information  about  vessels  that  every  officer  aboard  ship  should 
possess. 

White's  Oil  Tank  Steamers. 

An  excellent  work  by  an  officer  who  knows  his  subject. 

Allingham's  Weather  Signs  and  How  to  Read  Them. 

319 


Index 


Page  numbers  in  bold-face  type  indicate  reference  to  the  Navigation  Laws. 


Abandonment  of  seamen,  297 

Able  seamen,  duties,  236-240 

Advance,  265 

Agreement,  form  of,  241-242 
in  coasting  trade,  256 
in  foreign  trade,  249,  250 

Allingham,  304 

Allotment  of  wages,  265,  266,  267 

Alongside,  96 

Amendments  to  Rule  V,  155 

Amplitudes,  181 

Anchor  watch,  74 

Anchorage  data,  73 

Anchoring,  95 

Application  for  register,  9 

Apprentices,  244,  248,  249 

Arbitration,  270 

Arms,  export  to  American  coun- 
tries, 61 
sale  of,  62 

Arson,  295 

Assault,  293 

Assistance  at  sea,  62,  63  , 

Average,  general,  51,  52 

Awnings,  77 

B 

Baggage,  129 
Barratry,  298 
Berth,  fair  or  foul,  75 
Bills  of  lading,  75,  84 
Boarding,  24,  25,  26 


Boat  covers,  77 

falls,  108 

handling,  105 
Boatswain,  78 

duties,  234,  235 
Boatswain's  stores,  77 
Bond,  general  libel,  57,  58 
Books,  304 
Bowditch,  304 
Bradford,  304 
Bribery,  50,  51 

Bridge,  persons  allowed  on,  170 
Bullion  and  coin,  21 
Buoys,  in 


Cadets,  laws,  duties,  145 
Captain,  call,  179 
Cargo,  battens,  79 

care  of,  82 

chilled  beef,  87 

comparison  of  cargo  and  mani- 
fest, 39 

clusters,  74,  75 

coal-trimming,  85 

coal-ventilation,  85 

cotton,  86 

damage  to,  83 

delivery    in    various    districts, 

33,34 

diagrams,  75,  84 
duty  to,  82 

explosive,   65,  66,  67,  68,  69, 
70,71 


321 


322 


INDEX 


Cargo,  frozen,  87 

gear,  75,  80 

general,  87,  88 

grain,  86 

in  bulk,  31 

inflammable,  65,  66,  67,  68,  69, 
70,71 

kinds,  84 

munitions,  89 

ore,  85 

pilfering,  83 

re-export,  31 

returns  of  unlading,  47,  48 

special,  88 

stowage,  83 

ventilation,  84 

wet  coal,  85 
Carpenter,  73,  78 

duties,  231-232,  233 

stores,  77 
Cask  fenders,  74 
Casting  away  vessels,  299 
Ceiling,  79 
Chafe,  74 
Chief  Mate,  the,  72 

coastwise,  162 

duties,  73,  74,  75 

duties  at  sea,  100,  101,  102 

duties  in  port,  78 

examination,  161 

License,  149 

qualifications,  72 

reports  for  duty,  72 

service,  159 

Vessel  in  stream,  73 
Charts,  pilot,  181 
Clearance,  form  of,  20 
Clothing,    exempt    from    attach- 
ment, 267 
Coal,  35 
Coaling,  97 

gear,  77 

Cork  fenders,  74 
Cost  data,  89 


Collision,  175 
Coming  alongside,  96 

to  anchor,  95 

Complaints  re  provisions,  12 
Construction,  future,  105 
Conventions,  269 
Corporal  punishment,  290 
Crew,  76 

failure  to  produce,  253 

ill  treatment  of,  297 

papers  relating  to,  254 

quarters,  inspection,  75 
Crimes,  291-300 

D 

Dangerous  conditions,  176 
Davits,  test  of,  106,  107 
Death  from  negligence,  169 

negligence,  misconduct,  294 
Deck,  178 

crew,  78 

engineer,  73 

room,  115 

Delivery,  ports  of,  29,  App.  A 
Desertion,  abroad,  268 

of  foreign  seamen  in  U.  S.,  268 
Discharge,  245 
Discharging,  75 
Discharge  in  foreign  ports,  258 

in  foreign  trade,  257 
Discipline  at  sea,  286-287 
Distress,  vessels  in,  48,  49 
Docking,  notes  on,  99,  100 
Docking  plan,  98 
Dodgers,  77 
Draft,  75 
Drift  lead,  74 
Dry  dock,  entering,  98 

blue  prints,  98 


Engagement,  period  of,  251 
Engineer  Ylicense,  150 


INDEX 


323 


Entry  and  clearance,  18 

of  merchandise,  27,  38 

Ports  of,  28,  App.  A 

post,  47 

Examinations,   Chief  and  second 
mate  coastwise,  164 

master,  156 

original  license,  153 

Third  mate  coastwise,  165 
Exemption,  militia  duty,  241 

of  private  property  at  sea,  62 
Export  of  arms,  61 
•   merchandise  laden  for,  32 

transfer  of  imported  merchan- 
dise, 32 


Fees,  21 

Fellow-servant  clause,  283 

Fire-fighting  equipment,  92 

Fire  lines,  75 

Fire,  protection  against,  63,  64, 65 

Flogging,  290 

Forgery,  296 

Freeboard,  83 


Gangway,  74 
General  average,  51-52 
General  libel  bond,  57,  58 
Great  Lakes,  licenses,  166 

crimes  on,  300 
Ground  tackle,  94 
Gun,  drill  with  line  carrying,  113 

line  carrying,  112 

tests,  112 


Harbor  defenses,  61 

regulations,  92 
Barter  Act,  55,  56,  57 
Hatch  battens,  76 
covers,  76 


Hawsers,  77 
Heaving  in,  95 

lines,  74 
Holds,  75 

preparation    to    receive    cargo, 

78,  79,  80 
Hose,  on  focVle,  73 


Ice,  176 

obstruction  by,  49 
Illegal  boarding,  24 
unlading,  39,  40 
Inland  licenses,  165 
Rules  of  road,  185-222 
waters — limits,  222-228 
Inspection    of    inward    manifests 
by   boarding  officers,  35,  36, 
37,  38 
Instructions  for  gun  and  rocket 

apparatus,  113 

Insurance,  war  risk,  283,  284,  285 
International    Rules     of     Road, 

184-220 
Inventories,  76 
Invoices,  84 


Jacoby,  navigation,  304 
Junior  officers,  duties,  133 
Jurisdiction    over    seamen,    277, 
278,  279 


Keys,  92 

Keys,  master,  92 

Knight,  304 


Larceny,  295 

Laws  effecting  duties  of  master,  9 

Lecky,  304 

Log  books,  15,  16,  17 


324 


INDEX 


Look  out,  176 

Liability  of  owners,  masters,  ship- 
pers, 53,  54,  55 
Libel  bond,  general,  57,  58 
Licenses,  duration  of,  147 

renewal  of,  154 

Liens  for  freight  or  general  aver- 
age, 51,  52 

Lifeboats,  care  of,  108 
equipment,  103 
how  carried,  105 
launching,  108 
manning,  108-109 
marking  of,  107 
men,  certificated,  108-109 
provisions,  104 
Life  buoys,  ring,  in 
preservers,  in 
rafts,  equipment,  no 
care  of,  no 
manning,  109 
marking,  no 

saving  equipment,  77,  94  105 
Lighters,  73 
Lights,  running,  179 
Live  stock,  oo 
Lodgers,  270 
Luminous  buoys,  in 

M 

Mail,  129 

Manifest,  18, 19,  20, 27, 28, 30, 31 

Manning  of  merchant  vessels,  280, 

281,  282 

Manslaughter,  292 
Mast  covers,  77 
Master,  the,  i 

acting  as  pilot,  151 

always  in  command,  4 

articles,  2 
i    authority  over  pilot,  4 

authority  to  protect   lives  and 
property,  8 


Master,  authority  to  suspend  offi- 
cers, 8 

cannot  delegate  responsibility,  4 
certificate  of  inspection,  7 
change  of,  9 
charter,  4 
coaling,  2 
coastwise,  15? 
correct  lading,  3 
course  of  vessel,  7 
declaration  of,  29,  30 
delivery  of  specie  and  cargo,  3 
departure,  7 
disaster,  8 
drills,  7 

duties,  2,  3,  4,  5,  6,  7,  8 
enters  and  clears,  3 
examination,  156 
general  management  of  vessel,  2 
insurance,  3 
keeps  official  log,  2 
keeps  wage  account,  4 
last  to  leave  ship,  8 
laws,  must  be  familiar  with,  3 

of  port,  5 

liability,  53,  54,  55,  169 
license,  149 
licensed     engineer     officer     on 

duty,  3 
licensed  officer  always  in  charge, 

4 

live  stock,  5 
maneuvering  vessel,  3 
medicine  chest,  3 
navigator,  5 
navigation  laws,  8 
oath-manifest,  18 
oath  of  citizenship,  9 
official  log  book,  5 
passengers,  4,  7 

property  of  deceased  persons,  7 
punishments  to  crew,  5 
qualifications,  2 
removal  of,  152 


INDEX 


325 


Master,  report  to  U.  S.  Local  In- 
spectors, 7 

represents  owner,  4 

report  on  accidents,  7 

responsibilities,  I,  2,  4 

rules  of  road,  5 

safe  carrying  of  mail,  4 
navigation,  2 

sail,  158 

scale  of  provisions,  3 

service  required,  155 

ship's  log  book,  7 

ship  must  be  well  found,  2 

skill,  8 
•   slop  chest,  3 

smuggling,  5 

Mate,  acting  as  pilot,  151 
Mayhem,  294 

Medicines  and  anti-scarbutics,  14 
Merchandise,    fraudulent    impor- 
tation, 50 

salvage  of,  49,  55 

vessels,  manning,  280,  282,  282 
Mines,  61,  62 
Miscellaneous  laws,  59 
Mooring  lines,  73,  74 
Murder,  292 

Muster-list  roll  and  drill,  114-115 
Mutiny,  297 

N 

Navigation,  304 
Navigating  gear,  77 

officer,  129-130 
Navy  ration,  60,  61 
Night  orders,  176,  177,  178 


Oath  of  officer,  151 
Offenses,  287,  288,  289 
Offenses  against  registry  law,  9 
miscellaneous,  296  ^ 


Officer's  citizenship,  146 

license,  148,  149 

serving  during  war,  148 
Orders,  night,  178 

standing,  177 
Owner's  liability,  53,  54,  55 

may  ship  seamen,  248 


Pacific  Islanders,  sale  of  arms  to, 

62 

Painting,  bottom,  99 
Paints,  77 

Papers,  deposit  of,  21 
Passengers,  90 

Passenger  accommodations,    116 
117,  118, 119 

Act  of  1882,  116 

vessel,  boarding,  124 

steamer,  cattle  on  board,  123 

carriage  of,  126 

cleanliness,  122 

death  of,  125 

discipline,  122 

embarkation  in  boats  and  rafts, 
1 08 

steamer,   explosives  on   board, 

123 
inspection,  125 

light  and  air,  119,  120 

list,  124 

medical  attendance,  121,  122 

act,  penalties,  125-126 

privacy,  122-123 

provisions,  121 
Passports,  22-23 
Permit  to  unlade  by  night,  40, 

41,42 

Pilot's  license,  151 
Piracy,  300,  301,  302,  303 
Plundering  vessel,  299 
Pilot,  must  yield  to  master,  4 
Ports  of  entry,  29,  App.  A 


326 


INDEX 


Post  entry,  47 
Provisions,  scale  of,  243 
Provisions  and  water,  n 
Private    property,    exemption    at 

sea,  62 

Procedure,  290 
Projectiles,  line  carrying,  113 
Propeller  signs,  74 
Protection  against  fire,  63,  64,  65 
Punishments,  287,  288,  289 


Quartermasters,  78,  182 
duties,  229-230 


Rafts,  handling,  105 

Rape,  293 

Rat  guards,  75,  97 

Ration,  navy,  60,  61 

Reduction  of  allowance,  13 

Responsibility,  watch  officers,  172 

Riding  lights,  74 

Robbery,  295 

Rockets,  112 

Rose  boxes,  79 

Rules  of  roa'd,  173,  184-221 

Rule,  unwritten,  174 


Sails,  77 

Sale  of  arms  to  Pacific  Islanders, 

62 

Salvage  at  sea,  62,  63 
Salvage  of  merchandise,  49,  50 
School  ships,  59,  60 
Sea  letters,  22,  23 
Sea  library,  304 
Seamen,  abandonment  of,  297 

effects  of  deceased,  272-276 

naturalization  of,  245 


Seamen,      rescuing     shipwrecked 
American,  59 

return  of,  271 

shipment  in  coasting  trade,  255 

sick  and  disabled,  276,  277 

witness  fees,  279 
Search,  24,  25,  26 
Sea  stores,  34,  35 
Second  mate,   78,  128,  129,  160, 

161,  163 
Seduction,  293 
Service,  substituting,  155 
Sheath  knives,  289 
Shipment,  before  consul,  252 
Shipment  without  agreement, 

penalty,  251 
Shipments,  illegal,  247 
Shipper's  liability,  53,  54,  55 
Shipping  commissioner,  270 
Shipping  officers,  246 
Ship's  register,  9 

school,  59,  60 
Shipwrecked    American    searnen 

rescuing,  59 
Side  ladders,  74 

screens,  77 
Signal  gear,  77 
Skids,  74 
Slop  chest,  14 
Smoke  helmets,  87 
Smothering  lines,  79 
Solicitation  of  bribes,  50,  51 
Soliciting  lodgers,  270 
Sounding  pipes,  76 
Stairways,  115 
State  inspection  laws,  20 
Station  bill,  75,  76 
Steamer's    name   on    equipment, 

114 

Steel  strongbacks,  76 
Stevedores,  82 
Stolen  property,  295 
Stores,  receiving,  92 
Storm  oil,  113 


INDEX 


327 


Supervising    Inspector    General, 
Recommendations,  180 


Tank  steamers,  90-91 

Tarpaulins,  76,  77 

Telegraph,  73 

Third   mate,   78,   131,   132,   161, 

162,  164 

Todd  and  Whall,  304 
Torpedoes,  61 
Treaties,  269 
Trial,  place  of,  291 
Turning  to,  92,  93 
Twin  screws,  74 

U 

Undermanning,  283 
Unloading  by  day,  42,  43 

by  night,  40 

supervision  of,  43,  44,  45 

time  limit  for,  46 
Upkeep,  93 

Unsea  worthy  vessels,  283 
U.  S.  Local  Inspectors,  7 

Supervising    Inspectors,    rules 
relating  to  life  saving,  103 


.  Ventilator  covers,  77 
Vessel  alongside,  74 
casting  away,  299 
Vessels,  different  types,  76 
exempt  from  entry,  34 
in  distress,  48,  49 


Vessels,  overtaken,  179 
plundering,  299 
unsea  worthy,  283 

W 

Wages,  260-265 

exempt  from  attachment,  267 
Walton,  304. 
War  documents,  22,  23 
Warmth  and  clothing,  15 
War  risk  insurance,  283,  284,  285 
War  zone,  179 

precautions,  105 
Waterline,  striking,  100 
Water  plugs,  75 
Watch  officer,  167 

duty,  167 
in  port,  183 
not  citizens,  147 
Watch-relieving,  170 

rest  before  going  on,  169 
Watches,  three,  168 
Wedges,  76 
Weights  and  measures,  13 

of  persons,  107 
Whistle  signals,  81 
White,  304 
Windlass  notes,  73 
Wooden  steamers,  86 

warehouse,  74 
Working  boat,  74 

cargo,  8 1 

Work  of  Chief  mate,  76 
Wrecking,  298 


Zig-zag,  180 


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